Systems and methods for calibrating vehicle sensing devices

ABSTRACT

Methods and systems are provided for calibrating one or more vehicle sensors. In one example, a method comprises calibrating a sensor coupled to a vehicle and updating an operating parameter of an engine configured to propel the vehicle, based on a source of one or more weather devices removed from the vehicle, where said source includes a confidence level in data provided via said source. In this way, one or more vehicle sensors may be calibrated as a function of a confidence level in the data provided via said source, which may improve vehicle systems that rely on said sensors, and which may in some examples increase fuel economy.

FIELD

The present description relates generally to methods and systems forcompensating one or more sensors onboard a vehicle, and adjusting one ormore vehicle operating parameters in response to the compensated one ormore sensors.

BACKGROUND/SUMMARY

Vehicle systems include numerous sensors for sensing variousenvironmental parameters. Such parameters may include temperature,humidity, pressure, etc, and may thus be monitored via temperaturesensors, humidity sensors, and pressure sensors, respectively. In someexamples, a vehicle system may further include automotive ultrasonicsensors, which may be utilized in conjunction with advanced driverassistance systems, including parking assist features. Other examplesmay include oxygen sensors which may measure an amount of oxygen in agas or liquid being analyzed.

As vehicle systems include numerous sensors, it is desirable toregularly calibrate or compensate such sensors. Regular calibration ofvehicle sensors may increase a lifetime of said sensors, and may improvevarious vehicle functions that rely on said sensors.

However, calibrating a wide variety of vehicle sensors may bechallenging throughout the lifetime of a vehicle. The inventors hereinhave recognized such issues, and have developed systems and method toaddress them. In one example, a method is provided, comprisingcalibrating a sensor coupled to a vehicle and configured to monitor anenvironmental parameter, and updating an operating parameter of anengine configured to propel the vehicle, based on a source of one ormore weather devices positioned external to, and removed from, thevehicle, where the source of the one or more weather devices includes ahigh, medium, or low confidence level in the source. In this way, avehicle sensor may be calibrated based on a confidence level of externaldata, which may enable calibration throughout the lifetime of thevehicle.

As an example, the source comprising the high confidence level mayinclude an end of a vehicle assembly line where the vehicle is beingassembled, or a dealership of the same make as the vehicle. The sourcecomprising the medium confidence level may include a personal home of anoperator of the vehicle. The source comprising the low confidence levelsource may include a facility or location equipped with the one or moreweather devices not including the end of the vehicle assembly line, thedealership of the same make as the vehicle, or the personal home of theoperator of the vehicle. Furthermore, crowd-sourced data from aplurality of the weather devices may comprise either the high confidencelevel, the medium confidence level, or the low confidence level.

As another example, the method mentioned above may include calibratingthe sensor responsive to an indication that the source of the one ormore weather devices comprises the high confidence level and furtherresponsive to an indication that a sensor value of the environmentalparameter is beyond a first threshold difference from a weather devicevalue corresponding to the environmental parameter. Alternatively, themethod may include calibrating the sensor responsive to an indicationthat the source of the one or more weather devices comprises the mediumconfidence level and further responsive to an indication that the sensorvalue of the environmental parameter is beyond a second thresholddifference from the weather device value corresponding to theenvironmental parameter. In still another example, the method mayinclude calibrating the sensor responsive to an indication that thesource of the one or more weather devices comprises the low confidencelevel and further responsive to an indication that the sensor value ofthe environmental parameter is beyond a third threshold difference fromthe weather device value corresponding to the same environmentalparameter. In such examples, it may be understood that the firstthreshold difference may be smaller than the second thresholddifference, which may be smaller than the third threshold difference.

In such examples as discussed above, the sensor may include one or moreof an outside air temperature sensor, a barometric pressure sensor, oran external humidity sensor positioned external to a cabin of thevehicle.

As yet another example, the method discussed above may includecalibrating one of an ultrasonic sensor and/or an oxygen sensorpositioned in an exhaust manifold of the engine. In such examples, themethod may include calibrating the sensor responsive to an indicationthat the source of the one or more weather devices comprises the highconfidence level. In another example, the method may include calibratingthe sensor responsive to an indication that the source of the one ormore weather devices comprises the medium confidence level and furtherresponsive to an indication that a first threshold duration has notelapsed since a prior calibration of the sensor via the high confidencelevel weather device. In still another example, the method may includenot calibrating the sensor responsive to an indication that the sourceof the one or more weather devices comprise the low confidence level.

In another example, the method may include updating the operatingparameter responsive to an indication that the source of the one or moreweather devices comprises the high confidence level. In other example,the method may include updating the operating parameter responsive to anindication that the source of the one or more weather devices comprisesthe medium confidence level and further responsive to an indication thata second threshold duration has not elapsed since updating the operatingparameter via the source comprising the high confidence level. In stillanother example, the method may include not updating the operatingparameter responsive to an indication that the source of the one or moreweather devices comprises the low confidence level.

In still another example updating the operating parameter may includeone of at least updating a barometric pressure model that the engineutilizes as input to control the engine, adjusting an amount of airintake into the engine, adjusting a timing of spark provided to one ormore cylinders of the engine, and/or adjusting an amount of engineexhaust gas recirculation.

In a final example, the one or more weather devices may becommunicatively coupled to at least an internet, and calibrating thesensor and updating vehicle operating parameters may further comprisesending a wireless signal from a controller of the vehicle to the one ormore weather devices, and receiving one or more measurements ofenvironmental data communicated from the one or more weather devices tothe controller of the vehicle. In some examples, the source of the oneor more weather devices is determined at least in part, via a vehicleonboard navigation system.

In this way, an outside air temperature sensor, a barometric pressuresensor, an external humidity sensor, an ultrasonic sensor, and/or anoxygen sensor may be calibrated throughout the lifetime of the vehicle.By routinely calibrating such sensors, driveability and customersatisfaction may be increased.

The above advantages and other advantages, and features of the presentdescription will be readily apparent from the following DetailedDescription when taken alone or in connection with the accompanyingdrawings.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 schematically shows an example vehicle propulsion system.

FIG. 2 shows a schematic diagram of a vehicle system including an airconditioning system, and an engine.

FIG. 3 shows a schematic diagram of a vehicle system including a coolingsystem according to an embodiment of the present disclosure.

FIG. 4 is a schematic diagram of an engine.

FIG. 5 shows a block diagram of components of a vehicle system that usesultrasonic sensor(s) for assisting or controlling vehicle parkingmaneuvers.

FIG. 6 depicts a high-level example method for retrieving data from oneor more internet of things (IoT) weather devices, and using said datafor adjusting and/or compensating one or more vehicle sensor(s) and/orvehicle operating parameter(s).

FIG. 7 depicts an example lookup table for determining a confidencelevel of an IoT weather device data source.

FIG. 8 depicts an example lookup table for determining one or moresensor(s) to compensate and one or more vehicle operating parameters toupdate based on an IoT data source comprising an end of linecalibration.

FIG. 9 depicts an example lookup table for determining one or moresensor(s) to compensate and one or more vehicle operating parameters toupdate based on an IoT data source comprising a dealership of the samemake as the vehicle receiving said data.

FIG. 10 depicts an example lookup table for determining one or moresensor(s) to compensate and one or more vehicle operating parameters toupdate based on an IoT data source comprising a home of the owner of thevehicle receiving said data.

FIG. 11 depicts an example lookup table for determining one or moresensor(s) to compensate and one or more vehicle operating parameters toupdate based on an IoT data source comprising an IoT-enabled facility.

FIG. 12 depicts an example lookup table for determining one or moresensor(s) to compensate and one or more vehicle operating parameters toupdate based on crowdsourced IoT data.

FIG. 13 depicts a high-level example method for calibrating a vehicle'sengine intake humidity sensor.

FIG. 14 depicts a high-level example method for calibrating a vehicle'sinterior humidity sensor.

FIG. 15 depicts a high-level example method for utilizing a softwareapplication on a personal computing device to calibrate a vehicle'sinterior humidity sensor.

DETAILED DESCRIPTION

The following description relates to systems and methods for calibratingvarious vehicle sensors, and, in some examples, for adjusting variousvehicle operating parameters responsive to the calibration of variousvehicle sensors. In some examples, the vehicle may comprise a hybridvehicle system, such as the example vehicle propulsion system depictedin FIG. 1. However, in other examples, the vehicle system may notcomprise a hybrid vehicle system, without departing from the scope ofthe present disclosure. In some examples, various aspects of a vehicleheating, ventilation, and air-conditioning system may be adjustedresponsive to calibration of one or more sensors. FIG. 2 illustratesrelevant aspects of an air-conditioning system, while FIG. 3 illustratesrelevant aspects of a vehicle cooling system including a heater core fortransferring heated air to a cabin of the a vehicle. In other examples,various aspects of a vehicle engine system, such as the engine system,depicted at FIG. 4, may be adjusted based on calibration of one or morevehicle sensors. In still further examples, the vehicle may be equippedwith an ultrasonic sensor that may be utilized for various automotivedriver assistance systems (ADAS). Shown in FIG. 5 is an example ADAScomprising a parking assistance system, which may benefit from anaccurately calibrated ultrasonic sensor.

Accordingly, a high-level example method for calibrating variousvehicular sensors is illustrated at FIG. 6. The method may includeindicating a confidence level of a source of one or more IoT weatherdevices, and may further include calibrating the various vehicularsensors based on the confidence level and further based on whetherconditions are indicated to be met for calibrating the various sensors.For example, a number of lookup tables stored at a controller of avehicle may be utilized to determine whether conditions are indicated tobe met for calibration of the various sensors, based on whether a sourceof the IoT weather devices comprises a high, medium, or low confidencelevel. Such lookup tables are illustrated at FIGS. 7-12.

In one example, conditions being met for calibration of an intakehumidity sensor may comprise an indication that a concentration of watervapor in air near the intake humidity sensor is substantially equivalentto the concentration of water vapor in air external to (e.g.surrounding) the vehicle. Such a method for determining whether theconcentration of water vapor in air near the intake humidity sensor issubstantially equivalent to the concentration of water vapor in airexternal to the vehicle, is depicted at FIG. 13.

In another example, a method for calibrating an interior humidity sensorpositioned inside a cabin of the vehicle is depicted at FIG. 14. In suchan example, an IoT weather device positioned external to, and removedfrom, the vehicle may not be utilized to calibrate the interior humiditysensor, and instead, a personal computing device may be utilized tocalibrate the interior humidity sensor. In such an example, a softwareapplication stored on the personal computing device may provideinstructions to a vehicle operator or user of the personal computingdevice, as to how to calibrate the interior humidity sensor.Accordingly, FIG. 15 depicts a method whereby the software applicationmay be utilized to calibrate the interior humidity sensor.

Turning now to the figures, FIG. 1 illustrates an example vehiclepropulsion system 100. Vehicle propulsion system 100 includes a fuelburning engine 110 and a motor 120. As a non-limiting example, engine110 comprises an internal combustion engine and motor 120 comprises anelectric motor. Motor 120 may be configured to utilize or consume adifferent energy source than engine 110. For example, engine 110 mayconsume a liquid fuel (e.g., gasoline) to produce an engine output whilemotor 120 may consume electrical energy to produce a motor output. Assuch, a vehicle with propulsion system 100 may be referred to as ahybrid electric vehicle (HEV). While vehicle propulsion system 100 isillustrated at FIG. 1 as a hybrid vehicle, it may be understood that inother examples, vehicle propulsion system 100 may not comprise a hybridvehicle, without departing from the scope of this disclosure.

Vehicle propulsion system 100 may utilize a variety of differentoperational modes depending on operating conditions encountered by thevehicle propulsion system. Some of these modes may enable engine 110 tobe maintained in an off state (i.e., set to a deactivated state) wherecombustion of fuel at the engine is discontinued. For example, underselect operating conditions, motor 120 may propel the vehicle via drivewheel 130 as indicated by arrow 122 while engine 110 is deactivated.

During other operating conditions, engine 110 may be set to adeactivated state (as described above) while motor 120 may be operatedto charge energy storage device 150. For example, motor 120 may receivewheel torque from drive wheel 130 as indicated by arrow 122 where themotor may convert the kinetic energy of the vehicle to electrical energyfor storage at energy storage device 150 as indicated by arrow 124. Thisoperation may be referred to as regenerative braking of the vehicle.Thus, motor 120 can provide a generator function in some examples.However, in other examples, generator 160 may instead receive wheeltorque from drive wheel 130, where the generator may convert the kineticenergy of the vehicle to electrical energy for storage at energy storagedevice 150 as indicated by arrow 162.

During still other operating conditions, engine 110 may be operated bycombusting fuel received from fuel system 140 as indicated by arrow 142.For example, engine 110 may be operated to propel the vehicle via drivewheel 130 as indicated by arrow 112 while motor 120 is deactivated.During other operating conditions, both engine 110 and motor 120 mayeach be operated to propel the vehicle via drive wheel 130 as indicatedby arrows 112 and 122, respectively. A configuration where both theengine and the motor may selectively propel the vehicle may be referredto as a parallel type vehicle propulsion system. Note that in someexamples, motor 120 may propel the vehicle via a first set of drivewheels and engine 110 may propel the vehicle via a second set of drivewheels.

In other examples, vehicle propulsion system 100 may be configured as aseries type vehicle propulsion system, whereby the engine does notdirectly propel the drive wheels. Rather, engine 110 may be operated topower motor 120, which may in turn propel the vehicle via drive wheel130 as indicated by arrow 122. For example, during select operatingconditions, engine 110 may drive generator 160 as indicated by arrow116, which may in turn supply electrical energy to one or more of motor120 as indicated by arrow 114 or energy storage device 150 as indicatedby arrow 162. As another example, engine 110 may be operated to drivemotor 120 which may in turn provide a generator function to convert theengine output to electrical energy, where the electrical energy may bestored at energy storage device 150 for later use by the motor.

Fuel system 140 may include one or more fuel storage tanks 144 forstoring fuel on-board the vehicle. For example, fuel tank 144 may storeone or more liquid fuels, including but not limited to: gasoline,diesel, and alcohol fuels. In some examples, the fuel may be storedon-board the vehicle as a blend of two or more different fuels. Forexample, fuel tank 144 may be configured to store a blend of gasolineand ethanol (e.g., E10, E85, etc.) or a blend of gasoline and methanol(e.g., M10, M85, etc.), whereby these fuels or fuel blends may bedelivered to engine 110 as indicated by arrow 142. Still other suitablefuels or fuel blends may be supplied to engine 110, where they may becombusted at the engine to produce an engine output. The engine outputmay be utilized to propel the vehicle as indicated by arrow 112 or torecharge energy storage device 150 via motor 120 or generator 160.

In some examples, energy storage device 150 may be configured to storeelectrical energy that may be supplied to other electrical loadsresiding on-board the vehicle (other than the motor), including cabinheating and air conditioning, engine starting, headlights, cabin audioand video systems, etc. As a non-limiting example, energy storage device150 may include one or more batteries and/or capacitors.

Control system 190 may communicate with one or more of engine 110, motor120, fuel system 140, energy storage device 150, and generator 160.Control system 190 may receive sensory feedback information from one ormore of engine 110, motor 120, fuel system 140, energy storage device150, and generator 160. Further, control system 190 may send controlsignals to one or more of engine 110, motor 120, fuel system 140, energystorage device 150, and generator 160 responsive to this sensoryfeedback. Control system 190 may receive an indication of an operatorrequested output of the vehicle propulsion system from a vehicleoperator 102. For example, control system 190 may receive sensoryfeedback from pedal position sensor 194 which communicates with pedal192. Pedal 192 may refer schematically to a brake pedal and/or anaccelerator pedal. Furthermore, in some examples control system 190 maybe in communication with a remote engine start receiver 195 (ortransceiver) that receives wireless signals 106 from a key fob 104having a remote start button 105. In other examples (not shown), aremote engine start may be initiated via a cellular telephone, orsmartphone based system where a user's cellular telephone sends data toa server and the server communicates with the vehicle to start theengine.

The control system 190 may be communicatively coupled to an off-boardremote computing device 90 and an off-board computing system 109 via awireless network 131, which may comprise Wi-Fi, Bluetooth, a type ofcellular service, a wireless data transfer protocol, and so on. Theremote computing device 90 may comprise, for example, a processor 92 forexecuting instructions, a memory 94 for storing said instructions, auser interface 95 for enabling user input (e.g., a keyboard, a touchscreen, a mouse, a microphone, a camera, etc.), and a display 96 fordisplaying graphical information. As such, the remote computing device90 may comprise any suitable computing device, such as a personalcomputer (e.g., a laptop, a tablet, etc.), a smart device (e.g., a smartphone, etc.), and so on. As described further herein and with regard toFIGS. 14-15, the control system 190 may be configured to transmitinformation regarding status of vehicle interior humidity to remotecomputing device 90, which may in turn display the information viadisplay 96. More specifically, the vehicle control system may in someexamples alert a vehicle operator via the remote computing device 90 ofa request to conduct a calibration or compensation procedure forinterior humidity sensor 152. In other examples, such a request may becommunicated to the vehicle operator via the vehicle instrument panel196. As will be described in further detail in FIGS. 14-15, in responseto a request to calibrate the vehicle's interior humidity sensor 152,the vehicle operator may utilize an application (software app) oncomputing device 90 which may instruct the vehicle operator as to how toconduct the interior humidity sensor calibration. Briefly, personalcomputing device 90 may include a humidity sensor 97, which may beutilized to compensate the vehicle's interior humidity sensor (e.g.152). In some examples, personal computing device 90 may additionallyinclude a camera 98, which may include capabilities such as video, forexample. In one example, the camera 98 may be utilized in conjunctionwith the software application on the computing device 90 to enable thevehicle operator to conduct the interior humidity sensor calibration.For example, the camera may be utilized to indicate when placement ofthe computing device 90 is within a predetermined threshold of thevehicle's interior humidity sensor. In one example, the camera mayinclude object recognition software that may be utilized to position thecamera within the predetermined threshold of the vehicle's interiorhumidity sensor. It may be understood that any method known by thoseskilled in the art may be utilized to conduct object recognition via theuse of one or more camera(s). As an illustrative example, one method ofobject recognition may include edge detection techniques, such as theCanny edge detection, to find edges in an image frame acquired by theone or more cameras. An edge-image corresponding to the image frame maythen be generated. Furthermore, a binary image corresponding to theedge-image may also be generated. Subsequently, one or more “blobs” inthe binary image corresponding to one or more objects, or obstacles, maybe identified. Based on an analysis of the blobs in the binary image,information such as shape, relative size, relative distance, etc., ofeach of the blobs corresponding to objects may be determined. Asdiscussed, such an example is meant to be illustrative, and is not meantto be limiting. Other methods and systems for object detection via theuse of one or more cameras that are known in the art may be readilyutilized without departing from the scope of the present disclosure.

Off-board computing system 109 may include a computing system capable ofcommunicating weather information or other information to thecontroller. For example, the off-board computing system 109 may beconfigured to communicate current and forecast weather information tothe vehicle controller. In some examples, information from the off-boardcomputing system 109 may be cross-referenced to the internet, forexample.

Energy storage device 150 may periodically receive electrical energyfrom a power source 180 residing external to the vehicle (e.g., not partof the vehicle) as indicated by arrow 184. As a non-limiting example,vehicle propulsion system 100 may be configured as a plug-in hybridelectric vehicle (HEV), whereby electrical energy may be supplied toenergy storage device 150 from power source 180 via an electrical energytransmission cable 182. During a recharging operation of energy storagedevice 150 from power source 180, electrical transmission cable 182 mayelectrically couple energy storage device 150 and power source 180.While the vehicle propulsion system is operated to propel the vehicle,electrical transmission cable 182 may disconnected between power source180 and energy storage device 150. Control system 190 may identifyand/or control the amount of electrical energy stored at the energystorage device, which may be referred to as the state of charge (SOC).

In other examples, electrical transmission cable 182 may be omitted,where electrical energy may be received wirelessly at energy storagedevice 150 from power source 180. For example, energy storage device 150may receive electrical energy from power source 180 via one or more ofelectromagnetic induction, radio waves, and electromagnetic resonance.As such, it should be appreciated that any suitable approach may be usedfor recharging energy storage device 150 from a power source that doesnot comprise part of the vehicle. In this way, motor 120 may propel thevehicle by utilizing an energy source other than the fuel utilized byengine 110.

Fuel system 140 may periodically receive fuel from a fuel sourceresiding external to the vehicle. As a non-limiting example, vehiclepropulsion system 100 may be refueled by receiving fuel via a fueldispensing device 170 as indicated by arrow 172. In some examples, fueltank 144 may be configured to store the fuel received from fueldispensing device 170 until it is supplied to engine 110 for combustion.In some examples, control system 190 may receive an indication of thelevel of fuel stored at fuel tank 144 via a fuel level sensor. The levelof fuel stored at fuel tank 144 (e.g., as identified by the fuel levelsensor) may be communicated to the vehicle operator, for example, via afuel gauge or indication in a vehicle instrument panel 196.

The vehicle propulsion system 100 may also include an external (e.g.external to the interior cabin of the vehicle) humidity sensor 198, aninterior (e.g. inside the vehicle cabin) humidity sensor 152, adedicated barometric pressure (BP) sensor 153, an outside airtemperature sensor 154, and a roll stability control sensor, such as alateral and/or longitudinal and/or yaw rate sensor(s) 199. While vehiclepropulsion system 100 is indicated to include external humidity sensor198, it may be understood that in some examples, vehicle propulsionsystem 100 may not include external humidity sensor 198. Similarly,while vehicle propulsion system 100 is indicated to include dedicated BPsensor 153, in some examples, vehicle propulsion system 100 may notinclude dedicated BP sensor 153. Furthermore, it may be understood thatdedicated BP sensor 153 may be positioned external to engine 110, andmay be configured for measuring outdoor BP. The vehicle instrument panel196 may include indicator light(s) and/or a text-based display in whichmessages are displayed to an operator. The vehicle instrument panel 196may also include various input portions for receiving an operator input,such as buttons, touch screens, voice input/recognition, etc. Forexample, the vehicle instrument panel 196 may include a refueling button197 which may be manually actuated or pressed by a vehicle operator toinitiate refueling. For example, as described in more detail below, inresponse to the vehicle operator actuating refueling button 197, a fueltank in the vehicle may be depressurized so that refueling may beperformed.

Vehicle propulsion system 100 may also include a heating, ventilation,and air conditioning system (HVAC) 175. HVAC system may include an airconditioning system 176, and a vehicle cooling system 177, as will bediscussed in further detail below.

Control system 190 may be communicatively coupled to other vehicles orinfrastructures using appropriate communications technology, as is knownin the art. For example, control system 190 may be coupled to othervehicles or infrastructures via a wireless network 131, which maycomprise Wi-Fi, Zigbee, Z-wave, Bluetooth, a type of cellular service, awireless data transfer protocol, and so on. Control system 190 maybroadcast (and receive) information regarding vehicle data, vehiclediagnostics, traffic conditions, vehicle location information, vehicleoperating procedures, etc., via vehicle-to-vehicle (V2V),vehicle-to-infrastructure-to-vehicle (V2I2V), and/orvehicle-to-infrastructure (V2I) technology. The communication and theinformation exchanged between vehicles can be either direct betweenvehicles, or can be multi-hop. In some examples, longer rangecommunications (e.g. WiMax) may be used in place of, or in conjunctionwith, V2V, or V2I2V, to extend the coverage area by a few miles. Instill other examples, vehicle control system 190 may be communicativelycoupled to other vehicles or infrastructures via a wireless network 131and the internet (e.g. cloud), as is commonly known in the art. In someexamples, control system may be coupled to other vehicles orinfrastructures (e.g. off-board computing system 109) via wirelessnetwork 131.

In some examples, control system 190 may be communicatively coupled toone or more “internet of things” (IoT) weather device(s) 185, viawireless network 131 (which may include Wi-Fi, Zigbee, Z-wave,Bluetooth, a type of cellular service, a wireless data transferprotocol, etc.). For example, IoT weather devices 185 may comprisedevices equipped with one or more sensor(s), for measuring one or moreparameters, such as barometric pressure, humidity, temperature, windspeed and direction, etc. Discussed herein, it may be understood thatIoT weather devices may comprise weather devices with networkconnectivity that enables said devices to collect and exchange weatherdata. For example, a plurality of IoT weather devices may in someexamples exchange data related to various weather-related parameterswith/between one another. In another example, one or more IoT weatherdevices may additionally or alternatively exchange data with vehiclecontrol system 190, as discussed above.

Vehicle system 100 may also include an on-board navigation system 132(for example, a Global Positioning System) that an operator of thevehicle may interact with. The navigation system 132 may include one ormore location sensors for assisting in estimating vehicle speed, vehiclealtitude, vehicle position/location, etc. This information may be usedto infer engine operating parameters, such as local barometric pressure.As discussed above, control system 190 may further be configured toreceive information via the internet or other communication networks.Information received from the GPS may be cross-referenced to informationavailable via the internet to determine local weather conditions, localvehicle regulations, etc. In some examples, other sensors, such aslasers, radar, sonar, acoustic sensors, etc, (e.g. 133) may additionallybe included in vehicle propulsion system 100.

In some examples, vehicle control system 190 may be furthercommunicatively coupled to one or more rain sensors 107. Such sensorsmay be configured to report to the vehicle control system the presenceof rain, snow, etc. In other examples, the vehicle control system may becommunicatively coupled to one or more onboard cameras 108 configured tomonitor immediate surroundings of the vehicle. In some examples, the oneor more onboard cameras 108 may enable an accurate determination ofwhether it is raining, snowing, etc., outside, and whether the vehicleis experiencing the rain/snow, etc.

FIG. 2 shows another example embodiment of vehicle propulsion system100. FIG. 2 shows an example embodiment of vehicle 202 with an airconditioning system 176 coupled to engine 110. Further, vehicle 202 mayinclude final drive/wheels 206, which may contact a road surface.

Air conditioning system 176 includes a compressor 230, a condenser 232,and an evaporator 236 for providing cooled air to the vehicle passengercompartment 204. Compressor 230 receives refrigerant gas from evaporator236 and pressurizes the refrigerant. Compressor 230 may include a clutch210, which may be selectively engaged and disengaged, or partiallyengaged, to supply compressor 230 with rotational energy from engine110, via a drive pulley/belt 211. In this way, compressor 230 ismechanically driven by engine 110 through clutch 210 via belt 211. Thecontroller may adjust a load of compressor 230 by actuating clutch 210through a clutch relay or other electric switching device. In oneexample, the controller may increase the load of compressor 230 inresponse to a request for air conditioning. In another example,compressor 230 may be a variable displacement AC compressor and mayinclude a variable displacement control valve. After compressor 230receives and pressurizes the refrigerant gas, heat is extracted from thepressurized refrigerant so that the refrigerant is liquefied atcondenser 232. A drier 233 may be coupled to condenser 232 to reduceundesired moisture (e.g. water) from the air conditioning system 240. Insome embodiments, drier 233 may include a filter (not shown) to removeparticulates. After being pumped into condenser 232, refrigerant issupplied to evaporator 236 via evaporator valve 234. The liquefiedrefrigerant expands after passing through evaporator valve 234 causing areduction in temperature. In this way, air temperature in passengercompartment 204 may be reduced by flowing air across evaporator 236 viafan 237.

More specifically, cooled air from evaporator 236 may be directed topassenger compartment 204 through ventilation duct 245, illustrated byarrows 291. Controller 12 operates fan 237 according to operatorsettings, which may be inputted using vehicle instrument panel 298, aswell as climate sensors. Within the passenger compartment (e.g. cabin),a vehicle operator or passenger may input desired air conditioningparameters via a vehicle instrument panel 196. In one example, thevehicle instrument panel 196 may comprise one or more of input portionsfor receiving an operator input, such as buttons, touch screens, voiceinput/recognition, etc. In the depicted example, vehicle instrumentpanel 196 may include input portions for receiving operator input forthe air conditioning system 176 (e.g. on/off state of the airconditioning system, desired passenger compartment temperature, fanspeed, and distribution path for conditioned cabin air). Further, thevehicle instrument panel 196 may include one or more of indicator lightsand/or a text-based display with which messages are displayed to anoperator. In another example, a plurality of sensors 30 may include oneor more climate sensors, which may indicate the temperature ofevaporator 236 and passenger compartment 204, as well as ambienttemperature, to controller 12. Further, sensors 30 may include humiditysensors (e.g. 152) to measure the humidity of passenger compartment 204.

FIG. 2 further shows control system 190. Control system 190 is thecontrol system 190 shown in FIG. 1, including controller 12, which mayreceive input from a plurality of sensors 30 and may communicate withvarious actuators 32. The controller 12 receives signals from thevarious sensors of FIG. 2 and employs the various actuators of FIG. 2 toadjust engine operation and air conditioner operation based on thereceived signals and instructions stored on a memory of the controller.

FIG. 3 shows an example embodiment of vehicle propulsion system 100including a vehicle cooling system 177 in vehicle 202. Vehicle 202 hasdrive wheels 206, passenger compartment 204 (herein also referred to asa passenger cabin), and an under-hood compartment 303. Under-hoodcompartment 303 may house various under-hood components under the hood(not shown) of motor vehicle 202. For example, under-hood compartment303 may house internal combustion engine 110. Internal combustion engine110 has one or more combustion chambers which may receive intake air viaintake passage 344 and may exhaust combustion gases via exhaust passage348.

Under-hood compartment 303 may further include cooling system 177 thatcirculates coolant through internal combustion engine 110 to absorbwaste heat, and distributes the heated coolant to radiator 380 and/orheater core 390 via coolant lines (or loops) 382 and 384, respectively.In one example, as depicted, cooling system 177 may be coupled to engine110 and may circulate engine coolant from engine 110 to radiator 380 viaengine-driven water pump 386, and back to engine 110 via coolant line382. Engine-driven water pump 386 may be coupled to the engine via frontend accessory drive (FEAD) 360, and rotated proportionally to enginespeed via a belt, chain, etc. Specifically, engine-driven pump 386 maycirculate coolant through passages in the engine block, head, etc., toabsorb engine heat, which is then transferred via the radiator 380 toambient air. In one example, where pump 386 is a centrifugal pump, thepressure (and resulting flow) produced by the pump may be increased withincreasing crankshaft speed, which may be directly linked to the enginespeed. In some examples, engine-driven pump 386 may operate to circulatethe coolant through both coolant lines 382 and 384.

The temperature of the coolant may be regulated by a thermostat 338.Thermostat 338 may include a temperature sensing element 315, located atthe junction of cooling lines 382, 385, and 384. Further, thermostat 338may include a thermostat valve 341 located in cooling line 382. In someexamples, the thermostat valve may remain closed until the coolantreaches a threshold temperature, thereby limiting coolant flow throughthe radiator until the threshold temperature is reached.

Coolant may flow through coolant line 384 to heater core 390 where theheat may be transferred to passenger compartment 204. Then, coolantflows back to engine 110 through valve 322. Specifically, heater core390, which is configured as a water-to-air heat exchanger, may exchangeheat with the circulating coolant and transfer the heat to the vehiclepassenger compartment 204 based in operator heating demands. Forexample, based on a cabin heating/cooling request received from theoperator, the cabin air may be warmed using the heated coolant at theheater core 390 to raise cabin temperatures and provide cabin heating.In general, the heat priority may include cabin heating demands beingmet first, followed by combustion chamber heating demands being met,followed by powertrain fluid/lubricant heating demands being met.However, various conditions may alter this general priority. Ideally, noheating would be rejected by the radiator until all the above componentsare at full operating temperature. As such, heat exchanger limits reducethe efficiency of the system.

Coolant may also circulate from engine 110 towards thermostat 338 uponpassage through a first bypass loop 385 via a first bypass shut-offvalve 321. During selected conditions, such as during an enginecold-start condition, bypass shut-off valve 321 may be closed tostagnate a (small) amount of coolant in bypass loop 385, at the engineblock and cylinder heads. By isolating coolant at the engine block,coolant flow past the thermostat's temperature sensing element 315 maybe prevented, thus delaying opening of the thermostatic valve 341allowing flow to the radiator. In other words, coolant circulation isenabled in first bypass loop 385 when thermostat valve 341 is closed,bypass shut-off valve 321 is closed, and the coolant pump speed is high.This coolant circulation limits the coolant pressure and pumpcavitation. Overall, engine warm-up may be expedited by reducing flow tothermal losses outside the engine and by preventing the temperaturesensing element 315 from seeing hot coolant flow from the engine.Coolant may be circulated from heater core 390 towards thermostat 338via heater shut-off valve 322. During engine cold-start conditions,heater shut-off valve may also be closed to stagnate a small amount ofcoolant in cooling line (or loop) 384. This also allows coolant to bestagnated at the engine block, heater core, and cylinder heads, furtherassisting in engine and transmission warm-up.

It will be appreciated that while the above example shows stagnatingcoolant at the engine by adjusting a position of one or more valves, inalternate embodiments, such as when using an electrically-drivencoolant/heatant pump, coolant stagnation at the engine may also beachieved by controlling the pump speed to zero.

One or more blowers and cooling fans may be included in cooling system177 to provide airflow assistance and augment a cooling airflow throughthe under-hood components. For example, cooling fan 392, coupled toradiator 380, may be operated to provide cooling airflow assistancethrough radiator 380. Cooling fan 392 may draw a cooling airflow intounder-hood compartment 303 through an opening in the front-end ofvehicle 202, for example, through grill shutter system 312. Such acooling air flow may then be utilized by radiator 380 and otherunder-hood components (e.g., fuel system components, batteries, etc.) tokeep the engine and/or transmission cool. Further, the air flow may beused to reject heat from a vehicle air conditioning system. Furtherstill, the airflow may be used to improve the performance of aturbocharged/supercharged engine that is equipped with intercoolers thatreduce the temperature of the air that goes into the intakemanifold/engine. In one example, grill shutter system 312 may beconfigured with a plurality of louvers (or fins, blades, or shutters)wherein a controller may adjust a position of the louvers to control anairflow through the grill shutter system.

Cooling fan 392 may be coupled to, and driven by, engine 110, viaalternator 372 and system battery 374. In some examples, system battery374 may be the same as energy storage device 150 depicted at FIG. 1.Cooling fan 392 may also be mechanically coupled to engine 110 via anoptional clutch (not shown). During engine operation, the enginegenerated torque may be transmitted to alternator 372 along a driveshaft (not shown). The generated torque may be used by alternator 372 togenerate electrical power, which may be stored in an electrical energystorage device, such as system battery 374. Battery 374 may then be usedto operate an electric cooling fan motor 394.

Vehicle system 100 may further include a transmission 340 fortransmitting the power generated at engine 110 to vehicle wheels 106.Transmission 340, including various gears and clutches, may beconfigured to reduce the high rotational speed of the engine to a lowerrotational speed of the wheel, while increasing torque in the process.To enable temperature regulation of the various transmission components,cooling system 177 may also be communicatively coupled to a transmissioncooling system 345. The transmission cooling system 345 includes atransmission oil cooler 325 (or oil-to-water transmission heatexchanger) located internal or integral to the transmission 340, forexample, in the transmission sump area at a location below and/or offsetfrom the transmission rotating elements. Transmission oil cooler 325 mayhave a plurality of plate or fin members for maximum heat transferpurposes. Coolant from coolant line 384 may communicate withtransmission oil cooler 325 via conduit 346 and transmission warmingvalve 323. Specifically, transmission warming valve 323 may be opened toreceive heated coolant from coolant line 384 to warm transmission 340.In comparison, coolant from coolant line 382 and radiator 380 maycommunicate with transmission oil cooler 325 via conduit 348 andtransmission cooling valve 324. Specifically, transmission cooling valve324 may be opened to receive cooled coolant from radiator 380 forcooling transmission 340.

FIG. 3 further shows a control system 190. Control system 190 may becommunicatively coupled to various components of engine 110 to carry outthe control routines and actions described herein. For example, asdiscussed above, control system 190 may include an electronic digitalcontroller 12. Controller 12 may be a microcomputer, including amicroprocessor unit, input/output ports, an electronic storage mediumfor executable programs and calibration values, random access memory,keep alive memory, and a data bus. As depicted, controller 12 mayreceive input from a plurality of sensors 30, which may include userinputs and/or sensors (such as transmission gear position, gas pedalinput, brake input, transmission selector position, vehicle speed,engine speed, mass airflow through the engine, ambient temperature,intake air temperature, etc.), cooling system sensors (such as coolanttemperature, cylinder heat temperature, fan speed, passenger compartmenttemperature, ambient humidity, thermostat output, etc.), and others.Further, controller 12 may communicate with various actuators 32, whichmay include engine actuators (such as fuel injectors, an electronicallycontrolled intake air throttle plate, spark plugs, etc.), cooling systemactuators (such as the various valves of the cooling system), andothers. In some examples, the storage medium may be programmed withcomputer readable data representing instructions executable by theprocessor for performing the methods described below as well as othervariants that are anticipated but not specifically listed.

FIG. 4 depicts an engine system 400 for a vehicle. The vehicle may be anon-road vehicle (e.g. 202) having drive wheels which contact a roadsurface. Engine system 400 includes engine 110 which comprises aplurality of cylinders. FIG. 1 describes one such cylinder or combustionchamber in detail. The various components of engine 110 may becontrolled by electronic engine controller 12. Engine 110 includescombustion chamber 201 and cylinder walls 433 with piston 436 positionedtherein and connected to crankshaft 440. Combustion chamber 201 is showncommunicating with intake manifold 444 and exhaust manifold 448 viarespective intake valve 452 and exhaust valve 454. Each intake andexhaust valve may be operated by an intake cam 451 and an exhaust cam453. Alternatively, one or more of the intake and exhaust valves may beoperated by an electromechanically controlled valve coil and armatureassembly. The position of intake cam 451 may be determined by intake camsensor 455. The position of exhaust cam 453 may be determined by exhaustcam sensor 457.

Fuel injector 466 is shown positioned to inject fuel directly intocylinder 201, which is known to those skilled in the art as directinjection. Alternatively, fuel may be injected to an intake port, whichis known to those skilled in the art as port injection. Fuel injector466 delivers liquid fuel in proportion to the pulse width of signal FPWfrom controller 12. Fuel is delivered to fuel injector 466 by a fuelsystem (not shown) including a fuel tank, fuel pump, and fuel rail. Fuelinjector 466 is supplied operating current from driver 468 whichresponds to controller 12. In addition, intake manifold 444 is showncommunicating with optional electronic throttle 462 which adjusts aposition of throttle plate 489 to control airflow to engine cylinder201. This may include controlling airflow of boosted air from intakeboost chamber 446. In some embodiments, throttle 462 may be omitted andairflow to the engine may be controlled via a single air intake systemthrottle (AIS throttle) 482 coupled to air intake passage 442 andlocated upstream of the boost chamber 446.

In some embodiments, engine 110 is configured to provide exhaust gasrecirculation, or EGR. When included, EGR is provided via EGR passage435 and EGR valve 438 to the engine air intake system at a positiondownstream of air intake system (AIS) throttle 482 from a location inthe exhaust system downstream of turbine 464. EGR may be drawn from theexhaust system to the intake air system when there is a pressuredifferential to drive the flow. A pressure differential can be createdby partially closing AIS throttle 482. Throttle plate 484 controlspressure at the inlet to compressor 467. The AIS may be electricallycontrolled and its position may be adjusted based on optional positionsensor 488.

Compressor 467 draws air from air intake passage 442 to supply boostchamber 446. In some examples, air intake passage 442 may include an airbox (not shown) with a filter. Exhaust gases spin turbine 464 which iscoupled to compressor 467 via shaft 461. A vacuum operated wastegateactuator 472 allows exhaust gases to bypass turbine 464 so that boostpressure can be controlled under varying operating conditions. Inalternate embodiments, the wastegate actuator may be pressure orelectrically actuated. Wastegate 472 may be closed (or an opening of thewastegate may be decreased) in response to increased boost demand, suchas during an operator pedal tip-in. By closing the wastegate, exhaustpressures upstream of the turbine can be increased, raising turbinespeed and peak power output. This allows boost pressure to be raised.Additionally, the wastegate can be moved toward the closed position tomaintain desired boost pressure when the compressor recirculation valveis partially open. In another example, wastegate 472 may be opened (oran opening of the wastegate may be increased) in response to decreasedboost demand, such as during an operator pedal tip-out. By opening thewastegate, exhaust pressures can be reduced, reducing turbine speed andturbine power. This allows boost pressure to be lowered.

Compressor recirculation valve 458 (CRV) may be provided in a compressorrecirculation path 459 around compressor 467 so that air may move fromthe compressor outlet to the compressor inlet so as to reduce a pressurethat may develop across compressor 467. A charge air cooler 460 may bepositioned in passage 446, downstream of compressor 467, for cooling theboosted aircharge delivered to the engine intake. In the depictedexample, compressor recirculation path 459 is configured to recirculatecooled compressed air from downstream of charge air cooler 460 to thecompressor inlet. In alternate examples, compressor recirculation path459 may be configured to recirculate compressed air from downstream ofthe compressor and upstream of charge air cooler 460 to the compressorinlet. CRV 458 may be opened and closed via an electric signal fromcontroller 12. CRV 458 may be configured as a three-state valve having adefault semi-open position from which it can be moved to a fully-openposition or a fully-closed position.

Distributorless ignition system 490 provides an ignition spark tocombustion chamber 201 via spark plug 492 in response to controller 12.The ignition system 490 may include an induction coil ignition system,in which an ignition coil transformer is connected to each spark plug ofthe engine.

A first exhaust oxygen sensor 426 is shown coupled to exhaust manifold448 upstream of catalytic converter 470. A second exhaust oxygen sensor486 is shown coupled in the exhaust downstream of the converter 470. Thefirst exhaust oxygen sensor 426 and the second exhaust oxygen sensor 486may be any one of a Universal Exhaust Gas Oxygen (UEGO) sensor, a heatedexhaust oxygen sensor (HEGO), or two-state exhaust oxygen sensor (EGO).The UEGO may be a linear sensor wherein the output is a linear pumpingcurrent proportional to an air-fuel ratio.

Additionally, an exhaust temperature sensor 465 is shown coupled toexhaust manifold 448 upstream of turbine 464. Output from the exhausttemperature sensor 465 may be used to learn an actual exhausttemperature. In addition, engine controller 12 may be configured tomodel a predicted exhaust temperature. For example, at a given enginespeed and load, a flange temperature may be estimated. The results maythen be used to populate a table of base temperatures. Thesetemperatures may then be modified as a function of spark retard from MBTspark timing, air-fuel ratio, and EGR rate. The model may compensate forcontrolled late combustion, for example when it is controlled via knownchanges to a spark discharge location and timing, as commanded by theengine controller.

Converter 470 includes an exhaust catalyst. For example, the converter470 can include multiple catalyst bricks. In another example, multipleemission control devices, each with multiple bricks, can be used.Converter 470 can be a three-way type catalyst in one example. While thedepicted example shows first exhaust oxygen sensor 426 upstream ofturbine 464, it will be appreciated that in alternate embodiments, thefirst exhaust oxygen sensor 426 may be positioned in the exhaustmanifold downstream of turbine 464 and upstream of convertor 470.Further, the first exhaust oxygen sensor 426 may be referred to hereinas the pre-catalyst oxygen sensor and the second exhaust oxygen sensor486 may be referred to herein as the post-catalyst oxygen sensor.

The first and second oxygen sensors may give an indication of exhaustair-fuel ratio. For example, the second exhaust oxygen sensor 486 may beused for catalyst monitoring while the first exhaust oxygen sensor 426may be used for engine control. Further, both the first exhaust oxygensensor 426 and the second exhaust oxygen sensor 486 may operate at aswitching frequency or response time in which the sensor switchesbetween lean and rich air-fuel control (e.g., switches from lean to richor from rich to lean). In one example, an exhaust oxygen sensordegradation rate may be based on the switching frequency of the sensor,the degradation rate increasing for decreasing switching frequency. Inanother example, the exhaust oxygen sensor degradation rate may be basedon a response time of the exhaust oxygen sensor, the degradation rateincreasing for decreasing response time. For example, if the sensor is alinear sensor (such as a UEGO), the sensor degradation rate may be basedon the response time of the sensor. Alternatively, if the sensor is nota linear sensor (such as a HEGO), the sensor degradation rate may bebased on the switching frequency of the sensor.

Engine 110 may further include one (as depicted) or more knock sensors491 distributed along a body of the engine (e.g., along an engineblock). When included, the plurality of knock sensors may be distributedsymmetrically or asymmetrically along the engine block. Knock sensor 491may be an accelerometer (e.g., vibration sensor), an ionization sensor,or an in-cylinder transducer. In one example, the controller 12 may beconfigured to detect and differentiate engine block vibrations generateddue to abnormal combustion events, such as knocking and pre-ignitionwith the knock sensor 491. For example, abnormal combustion of higherthan threshold intensity detected in an earlier crank angle window,before a spark event, may be identified as pre-ignition while abnormalcombustion of higher than threshold intensity detected in a later crankangle window, after a spark event, may be identified as knock. Inaddition, the intensity thresholds may be different, the threshold forpre-ignition being higher than the threshold for knock. Mitigatingactions responsive to knock and pre-ignition may also differ, with knockbeing addressed with spark retard while pre-ignition is addressed withcylinder enrichment or enleanment.

Further, the controller 12 may be configured to perform adaptive knockcontrol. Specifically, the controller 12 may apply a certain amount ofspark angle retard to the ignition timing in response to sensing knockwith the knock sensor 491. The amount of spark retard at the currentspeed-load operating point may be determined based on values stored in aspeed/load characteristic map. This may be referred to as the adaptiveknock term. When the engine is operating in the same speed-load regionagain, the adaptive knock term at the speed-load operation point may beupdated. In this way, the adaptive knock term may be updated duringengine operation. The adaptive knock term may be monitored over apredetermined duration (e.g., time or number of engine cycles) of engineoperation or predetermined distance of vehicle travel. If knocking ratesincrease with an increasing change in the adaptive knock term, sparkplug fouling may be indicated.

Controller 12 is shown in FIG. 4 as a microcomputer including:microprocessor unit 402, input/output ports 404, read-only memory 406,random access memory 408, keep alive memory 410, and a conventional databus. Controller 12 is shown receiving various signals from sensorscoupled to engine 110, in addition to those signals previouslydiscussed, including: engine coolant temperature (ECT) from temperaturesensor 412 coupled to cooling sleeve 414; a position sensor 434 coupledto an accelerator pedal 430 for sensing accelerator pedal position (PP)adjusted by a foot 432 of a vehicle operator; a knock sensor fordetermining ignition of end gases; a measurement of engine manifoldpressure (MAP) from pressure sensor 421 coupled to intake manifold 444;a measurement of boost pressure from pressure sensor 422 coupled toboost chamber 446; an engine position sensor from a Hall effect sensor418 (or other variable reluctance sensor) sensing crankshaft 440position; a measurement of air mass entering the engine from sensor 420(e.g., a hot wire air flow meter); a measurement of intake air humidityfrom an intake humidity sensor 463, and a measurement of throttleposition from sensor 456. Barometric pressure may also be sensed (sensornot shown but see FIG. 1) for processing by controller 12. In apreferred aspect of the present description, engine position sensor 418produces a predetermined number of equally spaced pulses everyrevolution of the crankshaft from which engine speed (RPM) can bedetermined. Controller 12 receives signals from the various sensors ofFIG. 4 and employs the various actuators of FIG. 4 to adjust engineoperation based on the received signals and instructions stored on amemory of the controller. As discussed above, in some embodiments, theengine may be coupled to an electric motor/battery system in a hybridvehicle. The hybrid vehicle may have a parallel configuration, seriesconfiguration, or variation or combinations thereof.

During operation, each cylinder within engine 110 typically undergoes afour stroke cycle: the cycle includes the intake stroke, compressionstroke, expansion stroke, and exhaust stroke. During the intake stroke,generally, the exhaust valve 454 closes and intake valve 452 opens. Airis introduced into combustion chamber 201 via intake manifold 444, andpiston 436 moves to the bottom of the cylinder so as to increase thevolume within combustion chamber 201. The position at which piston 436is near the bottom of the cylinder and at the end of its stroke (e.g.,when combustion chamber 201 is at its largest volume) is typicallyreferred to by those of skill in the art as bottom dead center (BDC).During the compression stroke, intake valve 452 and exhaust valve 454are closed. Piston 436 moves toward the cylinder head so as to compressthe air within combustion chamber 201. The point at which piston 436 isat the end of its stroke and closest to the cylinder head (e.g., whencombustion chamber 201 is at its smallest volume) is typically referredto by those of skill in the art as top dead center (TDC). In a processhereinafter referred to as injection, fuel is introduced into thecombustion chamber. In a process hereinafter referred to as ignition,the injected fuel is ignited by known ignition means such as spark plug492, resulting in combustion. During the expansion stroke, the expandinggases push piston 436 back to BDC. Crankshaft 440 converts pistonmovement into a rotational torque of the rotary shaft. Finally, duringthe exhaust stroke, the exhaust valve 454 opens to release the combustedair-fuel mixture to exhaust manifold 448 and the piston returns to TDC.Note that the above is described merely as an example, and that intakeand exhaust valve opening and/or closing timings may vary, such as toprovide positive or negative valve overlap, late intake valve closing,or various other examples.

Turning to FIG. 5, an exemplary parking assist system 500 employing theuse of an ultrasonic sensor 585 is schematically shown. The system 500includes components of a typical vehicle including a powertrain controlmodule 508 illustrated as a combined control unit consisting of thecontroller 12 and transmission control unit 510. The system 500 furtherincludes one or more ultrasonic sensor(s) 585, mounted on the vehicle invarious locations, and configured to provide inputs to a parkingassistance module 505. For example, ultrasonic sensors may be placed ona front, a side, a rear, or any combination of the front, rear, and/orside of the vehicle. Such a system 500 described in this disclosure isgenerally applicable to various types of vehicles, including small orlarge cars, trucks, vans, SUV's, etc., that may employ an ultrasonicsensor.

The term “power train” refers to a power generating and delivery systemthat includes an engine and a transmission, and is used as a drivesystem in an automotive vehicle. The power train control module 508performs engine and transmission control operations using a controller12 and a transmission control unit 510, respectively. The controller 12detects data from various portions of the engine and may adjust fuelsupply, ignition timing, intake airflow rate, and various other knownengine operations, as discussed above with regard to FIG. 4. Thetransmission control unit 510 detects engine load and vehicle speed todecide a gear position to be established in the transmission. For thepurpose of description, FIG. 5 depicts only a few components of thepower train control module 508. Those skilled in the art, however, willunderstand that the power train control module 508 may be operativelycoupled to a number of sensors, switches, or other known devices togather vehicle information and control various vehicle operations.

The parking assistance module 505 provides capabilities such asauto-parking, parallel parking, obstacle identification, and so on,resulting in a convenient or completely automatic parking process. Forexample, using the parking assistance module 505, the vehicle may steeritself into a parking space with little or no input from the driver. Inthat process the module detects and warns about objects that pose animpact risk. Detection and warning are performed by a number of sensors,such as the ultrasonic sensor 585, which cooperate to determine thedistance between the vehicle and surrounding objects. However, as willbe discussed in further detail below, humidity and temperature may benoise factors contributing to operational use of the ultrasonic sensor.

The ultrasonic sensor 585 may detect obstacles on either side, in thefront, or the rear of the vehicle, and vehicle modules, such as asteering wheel module (not shown), brake system (not shown), parkingassistance module (505), etc., may utilize such information. Thus, whilethe one or more ultrasonic sensor(s) 585 are illustrated coupled to theparking assistance module, such a depiction is for illustrative purposesonly, and is not meant to be limiting. For the sake of brevity, however,in-depth description of other potential uses of one or more ultrasonicsensor(s) will not be discussed herein. However, it may be understoodthat uses of the ultrasonic sensor(s) other than parking assistance maybe utilized according to the methods described herein, without departingfrom the scope of the present disclosure.

The one or more ultrasonic sensor(s) 585 may be configured to include atransmitting (sending) means, adapted to transmit ultrasonic waves, anda receiving means, adapted to receive the waves reflected from an objectin the vicinity of the vehicle, such as obstacle 520. A transit timecomprising a time between transmitting and receiving the ultrasonic wavesignal may be determined, and a distance between the sensor and theobstacle (for example) may be indicated based on the formula d=t*c/2,where c is the speed of sound and t is the transit time. This distanceinformation may then be provided to the parking assistance module 505(or other relevant module), for example. Such object detectioncapabilities of ultrasonic sensors are well known to those skilled inthe art and will not be discussed in detail in the present disclosure.

As discussed above, operational use of the one or more ultrasonicsensors 585 may be subject to noise factors. For example, ultrasonicsensor signal attenuation may be a function of humidity level. Thus, forvehicles without a dedicated humidity sensor (e.g. 198), compensatingfor humidity may be challenging. Further, even for vehicles with adedicated humidity sensor, if the humidity sensor is not functioning asdesired, then other means may be desired for compensating humidity.

Turning now to FIG. 6, a high level example method 600 for retrievingdata from one or more IoT weather devices, and for utilizing said datato compensate one or more sensor(s) in the vehicle and/or adjust one ormore vehicle operating parameter(s), is shown.

Method 600 will be described with reference to the systems describedherein and shown in FIGS. 1-5, though it should be understood thatsimilar methods may be applied to other systems without departing fromthe scope of this disclosure. Method 600 may be carried out by acontroller, such as controller 12 in FIGS. 2-4, and may be stored at thecontroller as executable instructions in non-transitory memory.Instructions for carrying out method 600 may be executed by thecontroller based on instructions stored on a memory of the controllerand in conjunction with signals received from sensors of the vehiclesystem, such as the sensors described above with reference to FIGS. 1-5.The controller may employ vehicle system actuators, such as fuelinjectors (e.g. 66), spark plug (e.g. 492), throttle (e.g. 482), etc.,according to the method depicted below.

Method 600 begins at 605 and may include the vehicle controller sendinga wireless signal to detect one or more IoT weather devices within arange of the vehicle. As an example, detecting one or more IoT weatherdevices within a range of the vehicle may depend on how the vehiclecontroller is attempting to communicate with the one or more IoT weatherdevices. As discussed above, the vehicle control system may attempt tocommunicate with the one or more IoT weather devices via Wi-Fi, Zigbee,Z-wave, Bluetooth, a type of cellular service, a wireless data transferprotocol, etc. In some examples, the vehicle controller may continuouslysearch for IoT weather devices. In other examples, the vehiclecontroller may search for IoT weather devices in conjunction withvehicle location. As an example, if the vehicle is equipped with anonboard navigation system such as a GPS (e.g. 132), the vehiclecontroller may contain stored data related to location coordinates wherepreferred IoT weather devices are available. In other examples, as avehicle travels throughout an environment, the controller may search forIoT weather devices. In such an example, when IoT weather devices areidentified, or repeatedly identified, the vehicle controller mayretrieve location data (e.g. coordinates) from the onboard navigationsystem, such that the location may be stored as a location where one ormore IoT weather devices may be in a range to communicate with thevehicle controller. By identifying preferred locations of IoT weatherdevices, the vehicle controller may in some examples only search for IoTweather devices when the onboard navigation system indicates closeproximity to said IoT weather devices.

To further elaborate, specific examples will be discussed below. Turningto FIG. 7, several potential sources for IoT weather data areillustrated. In one example, IoT weather devices may be located at theend of a vehicle assembly line. For example, during final assembly ofvehicles, they can undergo many end of line procedures, including butnot limited to camera calibration, wheel centering, etc. In such anexample, it may be desirable to have one or more IoT weather devicesavailable for compensating one or more vehicle sensor(s), and/or vehicleoperating parameters, as will be discussed in further detail below.Thus, the vehicle controller may search for IoT weather devices uponfirst power-up of the controller, for example during an initial key-onevent. In another end of the assembly line example, an operator ortechnician may use a specific code in a CAN bus to enable communicationwith the vehicle controller and the IoT devices at the end of the line.Such a procedure may be accomplished through onboard diagnostics, orthrough a specific sequence of push buttons, for example.

In another example, IoT weather devices may be located at a cardealership of the same make as the vehicle attempting to communicatewith the IoT devices. In such an example, the vehicle controller maybegin searching for IoT devices responsive to the onboard navigationsystem (e.g. GPS) indicating the vehicle is within a predeterminedproximity to the dealership. In other examples where IoT weather devicesmay be located at a car dealership of the same make as the vehicleattempting to communicate with the IoT devices, communication betweenthe controller and the IoT devices may be directly enabled bytechnicians at said dealership.

In another example, IoT weather devices may be located at a home of theowner of a vehicle. In such an example, the vehicle controller may beginsearching for the home IoT device responsive to an indication from theonboard navigation system (e.g. GPS) that the vehicle is within apredetermined proximity to the home where the IoT device may be located.In further examples where IoT weather devices may be located at a homeof the owner of the vehicle, the vehicle controller may additionally oralternatively begin searching for the IoT weather devices responsive tovehicle startup (e.g. key-on event), or vehicle shut-down (e.g. key-offevent). However, such an example may still make use of an onboardnavigation system, to ensure that the vehicle is located at the home ofthe owner of the vehicle, as discussed above. In still other exampleswhere the IoT weather devices may be located at the home of the owner ofthe vehicle, the vehicle controller may attempt to initiatecommunication with the IoT weather devices responsive to vehicleoperator initiation. For example, a software application may beinstalled on a vehicle operator's cellular device, or other personalcomputing device, such that the vehicle operator may request the vehiclecontroller to initiate an attempt to communicate with the IoT weatherdevices located at the home of the vehicle operator. Additionally oralternatively, a vehicle operator may request the vehicle controller toinitiate an attempt to communicate with the IoT weather devices locatedat the home of the vehicle operator via inputting such a request into avehicle instrument panel (e.g. 196), which may in some examples beconfigured with a human machine interface (HMI) with options forinitiating communication with IoT devices.

Other examples, as alluded to above, may include any IoT weatherdevice-enabled facility. Such examples may include a dealership thatsells vehicles that are not the same make as the vehicle attempting tocommunicate with the IoT weather devices (e.g. a dealership not the samemake as the make of the vehicle). Another example may include a home,where the owner of said home is different from the owner of the vehicleattempting to communicate with the IoT weather devices. In suchexamples, the vehicle may continuously, or periodically, attempt tocommunicate with IoT devices, and when a IoT weather device source isdiscovered or located, the vehicle may initiate communication with saiddevice.

Still a further example may include a situation where the vehicle isnavigating through a general area, where the vehicle controller maypotentially communicate with a number of IoT weather devices. In such anexample, as will be discussed in further detail below, data from aplurality of said IoT weather devices may comprise crowdsourced data,which may be processed via the vehicle controller (e.g. via aprobabilistic Bayesian filter) to determine the highest likelihoodmeasurement of one or more parameters from the IoT weather devices.

Returning to FIG. 6, any one of the above examples may constitute asituation where the vehicle controller sends a wireless signal to detectone or more IoT weather devices, as discussed. Accordingly, proceedingto 610, method 600 may include indicating whether one or more IoTweather devices are detected via the vehicle controller. If, at 610, thevehicle controller does not detect any IoT weather devices, method 600may proceed to 615. At 615, method 600 may include maintaining currentvehicle operating conditions. For example, if the vehicle is inoperation, the engine (e.g. 110), HVAC system (e.g. 175), etc., may bemaintained in their current operational state. In other examples, if thevehicle is not in operation, the vehicle may be maintained off. Method600 may then end.

Returning to 610, if one or more IoT weather devices are detected,method 600 may proceed to 620. At 620, method 600 may includedetermining a confidence level in the IoT weather device source.Determining a confidence level in the IoT weather device source may beaccomplished via a lookup table, such as the lookup table depicted atFIG. 7. More specifically, such a lookup table may include informationas to the source of the detected IoT weather device, and the confidencelevel in said source. Turning to FIG. 7, for example, end of the line(e.g. end of assembly line) IoT weather devices may comprise an IoT datasource with a high confidence level, as the operational state of the IoTweather devices at the end of the line may be carefully maintained bytechnicians working on said line. Similarly, IoT data sources from adealership constituting the same make as the make of the vehicleattempting to communicate with the IoT weather device, may comprise anIoT data source with a high confidence level.

In another example, however, an IoT data source located at a home of thevehicle operator may be less reliable than either the end of the lineIoT weather devices, or IoT weather devices from a dealership with thesame make as the vehicle attempting to communicate with the IoT weatherdevices. In other words, a medium level of confidence may be attributedto IoT weather devices located at a home of the vehicle operator.

In yet another example, an IoT data source may be located at anIoT-enabled facility, which may constitute any number of facilities orlocations which do not include an end of an assembly line, a dealershipof the same make as the vehicle attempting to communicate with IoTweather devices, or a home of an operator of the vehicle that isattempting to communicate with the IoT weather devices. For example,such an IoT-enabled facility may include a dealership that differs fromthe make of the vehicle attempting to communicate with IoT weatherdevices, a home that does not comprise a home of the operator of thevehicle attempting to communicate with IoT weather devices, etc. In suchexamples, the IoT weather devices may be even less reliable,constituting a low confidence level.

In still another example, as discussed above, an IoT data source maycomprise crowdsourced data. In such an example, data from a plurality ofIoT weather devices may be processed (e.g. via a Bayesian filter) todetermine a confidence level in the measurement from the IoT weatherdevices. For example, based on the data combined from the plurality ofIoT weather devices, a confidence level for various parameters of theIoT weather device may be determined. As an example, it may bedetermined that a particular humidity value from the crowdsourced datais associated with high, medium, or low confidence. Other examples,which will be discussed in further detail below, may comprise outsideair temperature, barometric pressure, etc., where confidence valuesbased on crowdsourced data may be assigned to readings from the IoTweather devices. In some examples, the IoT weather device itself (e.g.IoT source) may be associated with a high, medium, or low confidencevalue.

Thus, returning to FIG. 6, as discussed above, at 620, method 600 mayinclude determining a confidence level in the IoT weather data source,which may include the vehicle controller querying a lookup table, suchas the lookup table depicted at FIG. 7.

Responsive to a confidence level being determined at 620, method 600 mayproceed to 625. At 625, method 600 may include indicating whetherconditions are met for retrieving IoT data. Whether conditions are metfor retrieving IoT data will be discussed in substantial detail belowwith regard to FIGS. 7-12. Briefly, whether conditions are met may be afunction of one or more of the confidence level in the IoT data source,a difference between measurements from the IoT weather device andsensor(s) of the vehicle (where the sensor(s) are included in thevehicle), etc. Such information may be stored at the vehicle controllerin the lookup tables illustrated in FIGS. 7-12. FIG. 7 has beendiscussed above, and relates to determining confidence values in thevarious IoT data sources indicated. FIGS. 8-12 include lookup tablesthat may be stored at the vehicle controller to enable the controller todetermine how to use data from the IoT weather devices, based at leastin part on confidence level in the various sources of IoT weatherdevices, as will be discussed below.

At 625, if conditions are not indicated to be met for retrieving IoTdata, method 600 may proceed to 630. At 630, method 600 may include notretrieving data from the IoT weather device identified at step 610.Method 600 may then proceed to 645, and may include updating vehicleoperating parameters. For example, updating vehicle operating parametersat 645 may include setting a flag at the vehicle controller, indicatingthat one or more IoT weather devices were identified via the vehiclecontroller, but that conditions were not met for retrieving data fromthe one or more IoT weather devices. Method 600 may then end.

Returning to step 625, responsive to an indication that conditions aremet for retrieving the IoT data from the IoT weather devices identifiedat step 620 of method 600, method 600 may proceed to 635. At 635, method600 may include retrieving data from the IoT weather devices. In otherwords, with the vehicle controller communicatively coupled to the IoTweather devices, data from the IoT weather devices may be wirelesslytransmitted to the vehicle controller. As will be discussed in detailbelow, such information may comprise humidity data, barometric pressuredata, air temperature data, etc.

Proceeding to step 640, method 600 may include compensating one or morevehicle sensor(s), and/or adjusting one or more vehicle operatingconditions or parameters, based on the retrieved data from the IoTweather devices. For example, the vehicle controller may include one ormore lookup tables comprising information as to what sensor(s) may becompensated, and what vehicle operating parameters may beupdated/adjusted, based on the retrieved data from the IoT weatherdevices. In some examples, as will be discussed below with regard toFIGS. 8-12, said lookup tables may further include information as towhat sensor(s) may be compensated, and what vehicle operating parametersmay be updated/adjusted, depending on a confidence level of the IoTweather device source, as discussed above.

Briefly, sensor(s) that may be compensated via data retrieved from anIoT device may include an exterior humidity sensor (e.g. 198) (whereincluded), an intake humidity sensor (e.g. 463), a dedicated barometricpressure (BP) sensor (e.g. 153) (where included), an outside airtemperature (OAT) sensor (e.g. 154), an ultrasonic sensor (e.g. 585),and/or an exhaust gas oxygen sensor (e.g. 426, 486).

In some examples, vehicle operating parameters may be adjustedresponsive to one or more sensor(s) being compensated via the IoTweather device. For example, responsive to an exterior humidity sensor(e.g. 198) being compensated, an ultrasonic sensor (e.g. 585) may becompensated for humidity, such that the ultrasonic sensor is moreaccurate. Similarly, responsive to an OAT sensor (e.g. 154) beingcompensated, the ultrasonic sensor (e.g. 585), may be compensated fortemperature, such that the ultrasonic sensor is more accurate. However,as discussed above, in some examples an exterior humidity sensor may notbe included in the vehicle system. In such an example, humiditymeasurements and/or temperature measurements directly from the IoTweather device may be utilized to compensate the ultrasonic sensor (e.g.585).

In some examples, an intake humidity sensor (e.g. 463) may becompensated based on data from an IoT weather device, as will bediscussed further below. In such an example, engine operation may beadjusted based on the compensated intake humidity sensor, such thatengine operation and fuel economy may be improved.

In still other examples, a dedicated BP sensor (e.g. 153) may becompensated based on data from an IoT weather device, as will bediscussed further below. In such an example, a compensated BP sensor maybe utilized to adjust engine operation, which may result in improvedoperation and control over the engine system, and increased fueleconomy. However, in some examples, the vehicle system may not include adedicated BP sensor (e.g. 153). In such cases, the vehicle system mayutilize data regarding BP directly from the IoT weather device to adjustand optimize engine operation. In still other examples, vehicles withouta dedicated BP sensor, or vehicles with a dedicated BP sensor that isnot functioning as desired, a control strategy may default to a modeledapproach which uses the intake valve and temperature to determinebarometric pressure, as is known in the art. However, such a model maybe less accurate than a dedicated BP sensor. Thus, in some examples,pressure data from an IoT weather devices may be utilized to calibrateerrors indicated in the barometric pressure model.

Other examples may include using the data from the IoT weather devicedirectly, or via a compensated BP sensor, to compensate a first exhaustoxygen sensor (e.g. 426) and/or a second exhaust oxygen sensor (e.g.486). By compensating the one or more exhaust oxygen sensor(s), engineoperation may be improved, for example.

Thus, at step 640, method 600 may include compensating one or moresensor(s), and adjusting one or more vehicle operation condition(s)based on retrieved data from the IoT weather device. Responsive to theone or more sensor(s) being compensated, and one or more vehicleoperating parameter(s) being adjusted, method 600 may proceed to 645.

At 645, method 600 may include updating vehicle operating parameters.For example, any vehicle operating parameters that may be impacted byone or more sensor(s) being compensated, may be updated to reflect thecompensated sensor measurement(s). Furthermore, any vehicle systemcomponentry that may be impacted by the adjustment(s) to the one or morevehicle operating condition(s), may be updated to reflect theadjustment(s). Method 600 may then end.

Turning now to FIG. 8, an example lookup table 800 comprisinginformation as to the one or more vehicle sensor(s) which may becompensated based on IoT weather device data, as well as vehicleoperating parameters that may be adjusted, is shown. More specifically,example lookup table 800 may be accessed via the vehicle controllerresponsive to an indication that the identified IoT weather device islocated at the end of a vehicle assembly line, and as such, a confidencelevel in the identified IoT weather device may be determined to be ahigh confidence level. As discussed above, in some examples an onboardnavigation system (e.g. GPS) may be utilized to indicate a source of oneor more IoT weather devices.

Accordingly, lookup table 800 may include column 805, indicating alocation of an IoT data source, and column 810, indicating a confidencelevel in the identified IoT data source. Lookup table 800 may furtherinclude column 815, indicating conditions whereby one or more vehiclesensor(s) (where included in the vehicle) may be compensated via the IoTdata. Lookup table 800 further includes column 820, indicatingconditions whereby an ultrasonic sensor may be compensated via the IoTdata. Lookup table 800 further includes column 825, indicatingconditions whereby a vehicle engine may be adjusted as a function of thedata retrieved from the IoT weather device. Lookup table 800 furtherincludes column 830, indicating conditions whereby an oxygen sensor(e.g. exhaust gas oxygen sensor) may be compensated via the IoT data.

As discussed above, an IoT weather device source identified via thevehicle controller at the end of the assembly line may comprise a highconfidence IoT data source. Accordingly, one or more of the exteriorhumidity sensor (e.g. 198) (where included), intake humidity sensor(e.g. 463), OAT sensor (e.g. 154), and/or dedicated BP sensor (e.g. 153)(where included) may be compensated for via the data retrieved from theIoT weather device, responsive to an indication that the particularsensor reading is beyond a first threshold from the IoT weather devicereading. More specifically, the exterior humidity sensor (whereincluded) may be compensated responsive to an indication that theexterior humidity sensor (where included) reading differs from ahumidity reading from the IoT weather device by a first thresholdamount. Similarly, an intake humidity sensor may be compensatedresponsive to an indication that the intake humidity sensor readingdiffers from a humidity reading from the IoT weather device by the firstthreshold amount. The OAT sensor may be compensated responsive to anindication that the OAT senor reading differs from a temperature readingfrom the IoT weather device by the first threshold amount. Finally, theBP sensor (where included) may be compensated responsive to anindication that the BP sensor reading differs from a BP reading from theIoT weather device by the first threshold amount.

As the IoT data source comprises a high confidence IoT data source, IoTdata retrieved from the IoT weather device may be utilized to compensatethe ultrasonic sensor (e.g. 585). Briefly, ultrasonic sensor(s) may beaffected by noise factors such as temperature and humidity. For example,temperature is known to affect the speed of sound, while humidity isknown to have an influence on sound attenuation. Thus, without accurateinformation as to the outside air temperature, and humidity, ultrasonicsensor function may be degraded. Thus, it may be desirable to compensatethe ultrasonic sensor via data retrieved from the IoT weather devicerelated to temperature, and humidity.

Thus, in examples where the vehicle includes an exterior humidity sensor(e.g. 198), then the exterior humidity sensor may be first compensatedvia data on humidity retrieved from the IoT weather device.Subsequently, the ultrasonic sensor may be compensated, as a function ofthe compensated exterior humidity sensor. Alternatively, in exampleswhere the vehicle system does not include an exterior humidity sensor,then the ultrasonic sensor may be compensated directly from the humidityvalue received from the IoT weather device.

Similarly, in examples where the vehicle includes an OAT sensor (e.g.154), then the OAT sensor may be compensated via data on temperatureretrieved from the IoT weather device, prior to the ultrasonic sensorbeing compensated as a function of the compensated OAT sensor. If, forany reason, the vehicle system does not include an OAT sensor, then theultrasonic sensor may be compensated directly from the temperature valuereceived from the IoT weather device.

Continuing on, as discussed above, column 825 of lookup table 800includes information as to whether IoT data from the identified IoTweather device may be utilized to adjust engine operation. As the IoTdata source comprises an end of an assembly line source where confidencein the source is high, IoT data may be utilized to improve engineoperation. In some examples, as confidence in the IoT data source ishigh, data retrieved from the IoT weather device may be directlyutilized to adjust engine operation, for example in cases where one ormore sensor(s) are not included in the vehicle system. However, in otherexamples, vehicle sensor(s) such as exterior humidity sensor, intakehumidity sensor, OAT sensor, and/or BP sensor may be first compensatedvia the data received from the IoT weather device, and engine operationmay be subsequently adjusted responsive to the compensated sensorvalue(s). In some examples, engine operation may be adjusted via acombination of data received directly from the IoT weather device, andvia sensors compensated via data received from the IoT weather device.

As one example, by correcting ambient air temperature from a highconfidence source, models for intake air temperature may be improved.Such an improvement to intake air temperature accuracy may allow theability of the vehicle controller to inject more or less fuel tomaintain intended output power. Such an optimization may improve fueleconomy in the vehicle.

As another example, as discussed above, some vehicle systems may notinclude a dedicated BP sensor, and instead may rely on modeled BP. Insuch examples where the source of the IoT weather device is at the endof an assembly line, by utilizing data received from the IoT weatherdevice related to BP, such a model may achieve an initial calibration bycomparing itself with the data received from the IoT device. In otherexamples, wherein the vehicle includes a dedicated BP sensor, and wherethe dedicated BP sensor is compensated via data related to BP from theIoT weather device, adjustments to engine operation may be made as afunction of the compensated dedicated BP sensor. For example, thecompensated BP value may be utilized to adjust engine controllingparameters such as the desired A/F ratio, spark timing, or desired EGRlevel.

As another example, engine operation may be adjusted as a function of anaccurate humidity determination. For example, engine operation may beadjusted as a function of a compensated exterior humidity sensor, wherethe vehicle includes such a sensor. Alternatively, if the vehicle doesnot include an exterior humidity sensor, then engine operation may beadjusted based on a humidity value received directly from the IoTweather device. Such an improvement in accuracy of a humiditymeasurement may allow the engine to take in additional air to maintainintended output power, which may improve fuel economy. Taking inadditional air may be regulated by the vehicle controller regulating anopening of a throttle (e.g. throttle 462, or AIS throttle 482).

Continuing on, column 830 of lookup table 800 includes information as towhether the IoT data from the identified IoT weather device may beutilized to compensate an oxygen sensor, for example one or more exhaustgas oxygen sensor(s). Because the IoT data source comprises an end ofassembly line IoT weather device, and is thus a high confidence sourceof data, the one or more oxygen sensor(s) may be compensated as afunction of a BP measurement retrieved from the IoT weather device. Forexample, the one or more oxygen sensor(s) may utilize high confidence BPdata retrieved from the IoT weather device to apply a gain correction tothe sensor output. Such an action may reduce sensor part-to-partvariability, for example.

Turning now to FIG. 9, an example lookup table 900 comprisinginformation as to the one or more vehicle sensor(s) which may becompensated based on IoT weather device data, as well as vehicleoperating parameters that may be adjusted, is shown. More specifically,example lookup table 900 may be accessed via the vehicle controllerresponsive to an indication that the identified IoT weather device islocated at a dealership, where said dealership is of the same make asthe vehicle attempting to communicate with the IoT weather device. As anexample, table 900 may be accessed responsive to a Ford vehicleestablishing communication with an IoT weather device at a Forddealership. In such an example wherein the identified IoT weather deviceis located at a dealership of the same make as the vehicle, a confidencelevel in the identified IoT weather device may be determined to be ahigh confidence level.

Accordingly, lookup table 900 may include column 905, indicating alocation of an IoT data source, and column 910, indicating a confidencelevel in the identified IoT data source. Lookup table 900 may furtherinclude column 915, indicating conditions whereby one or more vehiclesensor(s) (where included in the vehicle) may be compensated via the IoTdata. Lookup table 900 may further include column 920, indicatingconditions whereby an ultrasonic sensor may be compensated via the IoTdata. Lookup table 900 further includes column 925, indicatingconditions whereby a vehicle engine may be adjusted as a function of thedata retrieved from the IoT weather device. Lookup table 900 furtherincludes column 930, indicating conditions whereby an oxygen sensor(e.g. exhaust gas oxygen sensor) may be compensated via the IoT data.

It may be understood that as the IoT data source comprises a data sourceof a high confidence level, lookup table 900 is substantially equivalentto lookup table 800. As lookup table 800 has been discussed in detailabove, for brevity such a description will not be reiterated here.However, it may be understood that all aspects discussed with regard tolookup table 800 above, may be applied to table 900, without departingfrom the scope of this disclosure.

Turning now to FIG. 10, an example lookup table 1000 comprisinginformation as to the one or more vehicle sensor(s) which may becompensated based on IoT weather device data, as well as vehicleoperating parameters that may be adjusted, is shown. More specifically,example lookup table 1000 may be accessed via the vehicle controllerresponsive to an indication that the identified IoT weather device islocated at a home of an operator of the vehicle. In such an examplewherein the identified IoT weather device is located at a personal homeof an operator of the vehicle, a confidence level in the identified IoTweather device may be determined to be a medium confidence level. It maybe understood that the medium confidence level depicted at FIG. 10 is ofa lower confidence than the high confidence level depicted at FIGS. 8-9.

Similar to the lookup tables depicted at FIGS. 8-9, lookup table 1000may include column 1005, indicating a location of an IoT data source,and column 1010, indicating a confidence level in the identified IoTdata source. Lookup table 1000 may further include column 1015,indicating conditions whereby one or more vehicle sensor(s) (whereincluded in the vehicle) may be compensated via the IoT data. Lookuptable 1000 may further include column 1020, indicating conditionswhereby an ultrasonic sensor may be compensated via the IoT data. Lookuptable 1000 further includes column 1025, indicating conditions whereby avehicle engine may be adjusted as a function of the data retrieved fromthe IoT weather device. Lookup table 1000 further includes column 1030,indicating conditions whereby an oxygen sensor (e.g. exhaust gas oxygensensor) may be compensated via the IoT data.

As discussed above, an IoT weather device source identified via thevehicle controller at a personal home of an operator of the vehicle maycomprise a medium confidence IoT data source. Accordingly, one or moreof the exterior humidity sensor (e.g. 198) (where included), intakehumidity sensor (e.g. 463), OAT sensor (e.g. 154), and/or dedicated BPsensor (e.g. 153) (where included) may be compensated for via the dataretrieved from the IoT weather device, responsive to an indication thatthe particular sensor reading is beyond a second threshold from the IoTweather device reading. It may be understood that the second thresholdmay comprise a “looser” threshold as compared to the first thresholddescribed above with regard to FIGS. 8-9. In other words, a smallerdifference between a sensor reading and an IoT reading may result in theone or more sensor(s) of FIGS. 8-9 at columns 815 and 915, respectively,being compensated as a result of the first threshold, whereas a biggerdifference (comparably) between the one or more sensor(s) of FIG. 10 atcolumn 1015 and an IoT reading may result in the one or more sensor(s)of FIG. 10 at column 1015 being compensated as a result of the secondthreshold. Such a second threshold may serve to ensure that the one ormore sensor(s) depicted at column 1015 of FIG. 10 are only compensatedfor if value(s) of the said sensor(s) differ from the personal IoTweather device readings by an amount surpassing the larger difference.

In an example where the one or more sensor(s) readings are beyond thesecond threshold, said sensor(s) may be compensated substantiallyequivalently to that described above for FIGS. 8-9. Briefly, one or moreof the exterior humidity sensor (e.g. 198) (where included), intakehumidity sensor (e.g. 463), OAT sensor (e.g. 154), and/or dedicated BPsensor (e.g. 153) (where included) may be compensated for via the dataretrieved from the IoT weather device, responsive to an indication thatthe particular sensor reading is beyond a second threshold from the IoTweather device reading.

Continuing on, as the identified IoT weather device with regard to FIG.10 comprises an IoT weather device with a medium confidence level, avehicle ultrasonic sensor (e.g. 585) may utilize such IoT data withadditional reservations. As one example, if a threshold duration haspassed since the ultrasonic sensor was compensated via a more trusted,or higher confidence, IoT weather device, then the vehicle controllermay ignore such IoT data, and may thus not compensate the ultrasonicsensor (e.g. 585) based on said IoT data. More specifically, asdiscussed above, ultrasonic sensor accuracy may be a function oftemperature and humidity. Thus, for medium confidence IoT data, such asthat described with regard to FIG. 10, both temperature and humiditydata may not be utilized to compensate the ultrasonic sensor, responsiveto a threshold duration passing since a more trusted IoT weather devicewas utilized to compensate the ultrasonic sensor.

In other words, medium confidence IoT weather device data may beutilized to compensate an ultrasonic sensor (e.g. 585), as long as thethreshold duration has not elapsed. In some examples, using IoT weatherdevice data to compensate the ultrasonic sensor may comprise firstcompensating an exterior humidity sensor (e.g. 198) via humidity dataretrieved from the IoT weather device, if the vehicle is equipped withsuch an exterior humidity sensor, and further responsive to the exteriorhumidity sensor measurement being beyond the second threshold from theIoT weather device humidity determination. In such an example, theultrasonic sensor may subsequently be compensated via the compensatedexterior humidity sensor. Alternatively, in a case where the vehicle isnot equipped with an exterior humidity sensor, IoT weather device datamay be utilized directly from an identified IoT weather device tocompensate the ultrasonic sensor, provided the threshold duration hasnot elapsed.

In another example, IoT weather device temperature data may be utilizedto compensate an OAT sensor (e.g. 154), and then the ultrasonic sensormay be compensated via the compensated OAT sensor. Such an example mayoccur responsive to an indication that the OAT sensor temperaturemeasurement is beyond the second threshold from the IoT weather devicetemperature indication, wherein the OAT sensor may thus be compensatedvia the IoT weather device temperature data. In other examples,temperature data from the IoT weather device may be utilized directly bythe ultrasonic sensor, for ultrasonic sensor compensation, provided thatthe threshold duration has not elapsed since the ultrasonic sensor waspreviously compensated via a higher confidence IoT weather device.

In still another example, a vehicle ultrasonic sensor may additionallyor alternatively be compensated via data retrieved from a mediumconfidence IoT weather device as long as a number of times that theultrasonic sensor has been compensated via medium confidence IoT weatherdevices remains below a threshold number, and/or responsive to thepredetermined threshold duration not elapsing. As an example, for anultrasonic sensor utilizing temperature and humidity data forcompensating the ultrasonic sensor via one or more medium confidence IoTweather devices, as the number of times the ultrasonic sensor iscompensated via medium confidence IoT weather data, an overallconfidence in the ultrasonic sensor measurement may decrease. In someexamples, the vehicle controller may track the number of times andconfidence level for which an ultrasonic sensor has been compensated viaIoT weather devices. If it is indicated that the number of times thatthe ultrasonic sensor has been compensated for via medium confidence IoTdata is beyond the threshold number, then the IoT weather device may beignored for compensating the ultrasonic sensor until a high confidenceIoT weather device is identified via the vehicle controller.

Continuing on with regard to lookup table 1000, column 1025 includesinformation as to whether IoT data from the identified IoT weatherdevice may be utilized to adjust engine operation. As the IoT datacomprises a medium confidence data source, similar to the ultrasonicsensor discussed above with regard to medium confidence data, IoT datamay only be utilized from medium confidence data source(s) if athreshold duration has not passed since engine operation has beenadjusted based on a higher confidence data source. In some examples, thethreshold duration may be the same as the threshold duration discussedabove with regard to whether the ultrasonic sensor may utilizeinformation from a medium confidence IoT data source. However, in otherexamples, the threshold duration may not be the same as the thresholdduration discussed above with regard to whether the ultrasonic sensormay utilize information from a medium confidence IoT data source.

Similar to that discussed above, engine operation may additionally oralternatively be adjusted via data retrieved from a medium confidenceIoT weather device as long as a number of times that engine operationhas been adjusted via medium confidence data remains below a thresholdnumber. Such a threshold number may be the same as, or different from,the threshold number discussed above with regard to ultrasonic sensor(s)being compensated via medium confidence IoT data. For example, as thenumber of times the engine is adjusted via data retrieved from a mediumconfidence IoT weather device increases, overall confidence in engineoperation may decrease. Thus, if it is indicated that the number oftimes that engine operation has been adjusted based on medium confidenceIoT weather device data is beyond the threshold number, then the IoTweather device may be ignored for compensating the engine until a highconfidence IoT weather device is identified via the vehicle controller.

As discussed above, in some examples data retrieved from the IoT weatherdevice may be directly utilized to adjust engine operation, however inother examples, vehicle sensor(s) such as exterior humidity sensor,intake humidity sensor, OAT sensor, and/or BP sensor may be firstcompensated via the data received from the IoT weather device, andengine operation may be subsequently adjusted responsive to thecompensated sensor value(s). In still other examples, engine operationmay be adjusted via a combination of data received directly from the IoTweather device, and via sensors compensated via data received from theIoT weather device.

The types of adjustments to engine operation that may be made responsiveto data retrieved from an IoT weather device have been discussed indetail above with regard to FIG. 8. Briefly, one example includesimproving models for intake air temperature, which may improve fueleconomy. Another example includes adjusting engine controllingparameters such as desired A/F ratio, spark timing, or desired EGRlevel, based at least in part on pressure data retrieved from one ormore IoT weather devices. In still another example, an accurateknowledge of humidity obtained via one or more IoT weather devices maythus enable the engine to take in additional air to maintain intendedoutput power, which may improve fuel economy.

Continuing on with regard to lookup table 1000, column 1030 includesinformation as to whether the IoT data from the medium confidence IoTweather device may be utilized to compensate an oxygen sensor, forexample one or more exhaust gas oxygen sensor(s). A substantiallyequivalent procedure may be utilized for compensating one or more oxygensensor(s) as that described above with regard to an ultrasonic sensorand engine operating parameters being compensated, or adjusted,respectively, via medium confidence IoT weather device data. Forbrevity, all aspects will not be repeated here, but it may be understoodthat the one or more oxygen sensor(s) may be compensated for based onpressure data retrieved from a medium confidence IoT weather device onlyif a threshold duration has not passed since the one or more oxygensensor(s) were compensated via higher confidence IoT weather devicedata. In some examples, the threshold duration may be the same as thethreshold duration discussed above with regard to whether the ultrasonicsensor and/or engine may utilize information from a medium confidenceIoT data source. However, in other examples, the threshold duration maybe different from the threshold duration for the ultrasonic sensorand/or engine with regard to utilizing medium confidence IoT weatherdevice data.

Similar to that discussed above, one or more oxygen sensor(s) mayadditionally or alternatively be adjusted via data received from amedium confidence IoT weather device as long as a number of times thatthe one or more oxygen sensor(s) have been compensated remains below athreshold number. Such a threshold number may be the same as, ordifferent from, the threshold number discussed above with regard toultrasonic sensor(s) and/or engine operation being compensated for oradjusted, respectively, based on medium confidence IoT weather data. Ina case where the one or more oxygen sensor(s) may be compensated viapressure data retrieved from the IoT weather device, it may beunderstood that the vehicle controller may apply a gain correction tothe one or more oxygen sensor(s) output, which may reduce part-to-partvariability, as discussed above.

Turning now to FIG. 11, an example lookup table 1100 comprisinginformation as to the one or more vehicle sensor(s) which may becompensated based on IoT weater device data, as well as vehicleoperating parameters that may be adjusted, is shown. More specifically,example lookup table 1100 may be accessed via the vehicle controllerresponsive to an indication that the identified IoT weather device islocated either at a home of an individual that does not include theowner or operator of the vehicle. Another example may include asituation where the identified IoT weather device is located at adealership that does not comprise the same make as the vehicle. Suchexamples are meant to be illustrative. For example, other possibilitiessuch as IoT weather devices from companies, gas stations, grocerystores, etc., may be included. In such examples, a confidence level inthe identified IoT weather device may be determined to be a lowconfidence level. It may be understood that the low confidence leveldepicted at FIG. 11 is of a lower confidence level than the highconfidence level depicted at FIGS. 8-9, and of a lower confidence levelthan the medium confidence level depicted at FIG. 10.

Similar to the lookup tables depicted at FIGS. 8-10, lookup table 1100may include column 1105, indicating a location of an IoT data source,and column 1110, indicating a confidence level in the identified IoTdata source. Lookup table 1100 may further include column 1115,indicating conditions whereby one or more vehicle sensor(s) (whereincluded in the vehicle) may be compensated via the IoT data. Lookuptable 1100 may further include column 1120, indicating conditionswhereby an ultrasonic sensor may be compensated via the IoT data. Lookuptable 1100 further includes column 1125, indicating conditions whereby avehicle engine may be adjusted as a function of the data retrieved fromthe IoT weather device. Lookup table 1100 further includes column 1130,indicating conditions whereby an oxygen sensor (e.g. exhaust gas oxygensensor) may be compensated via the IoT data.

As discussed above, an IoT weather device source identified via thevehicle controller at a home other than a home of the vehicle operator(e.g. friend's house), or other IoT-enabled facility such as adealership not of the same make as the vehicle, may comprise a lowconfidence IoT data source. Accordingly, one or more of the exteriorhumidity sensor (e.g. 198) (where included), intake humidity sensor(e.g. 463), OAT sensor (e.g. 154), and/or dedicated BP sensor (e.g. 153)(where included) may be compensated for via the data retrieved from theIoT weather device, responsive to an indication that the particularsensor reading is beyond a third threshold from the IoT weather devicereading. It may be understood that the third threshold may comprise a“looser” threshold as compared to both the first threshold describedabove with regard to FIGS. 8-9, and the second threshold described abovewith regard to FIG. 10.

Thus, much of the time, a vehicle controller may ignore such lowconfidence IoT weather devices, as the exterior sensor, intake humiditysensor, OAT sensor, and/or dedicated BP sensor may not be outside, orbeyond, the third threshold. However, there may be cases wherein one ormore of said sensor(s) readings may be outside, or beyond the thirdthreshold, at which point such sensor(s) may be compensated.

As discussed above, ultrasonic sensor(s) may rely on accurate knowledgeof humidity and temperature in order to function as desired. However, itmay not be desired to compensate an ultrasonic sensor with lowconfidence IoT weather device data. Similarly, engine operation may relyon accurate knowledge of one or more of temperature, humidity, and BP.However, it may again not be desired to adjust engine operation based onlow confidence IoT weather data. Still further, oxygen sensor(s) mayrely on accurate knowledge of BP. However, it may again not be desiredto adjust oxygen sensor function via applying a gain correction to theoxygen sensor output, responsive to data retrieved from a low confidenceIoT weather device.

Thus, responsive to a low confidence IoT weather device beingidentified, the vehicle controller may instruct the ultrasonic sensor toignore the low confidence IoT weather device data. Similarly, thevehicle controller may instruct the engine to maintain engine operationwithout adjustments, and may maintain operation of the one or moreoxygen sensor(s) without adjustment/compensation, responsive to anindication that an IoT weather device comprises a low confidence datasource.

As discussed above, in some examples, a vehicle may not include certainsensors, such as an exterior humidity sensor and/or a dedicated BPsensor. In such examples, rather than directly utilize IoT weatherdevice data for ultrasonic sensor compensation, oxygen sensorcompensation, or engine operation adjustments, such IoT weather devicedata may be ignored.

In other examples, where the vehicle is equipped with certain sensors,such as an exterior humidity sensor and/or a BP sensor, even underconditions where the said sensor(s) are beyond the third threshold, andthus may be compensated via the low confidence IoT data source, theultrasonic sensor, engine, and oxygen sensor(s) may ignore suchcompensated sensors for their operation. Alternatively, in otherexamples, the ultrasonic sensor, engine, and oxygen sensor(s) may onlyutilize data from sensors such as the exterior humidity sensor, BPsensor, OAT sensor, and/or intake humidity sensor, responsive to anindication that said sensor(s) have been compensated as a result ofbeing beyond the third threshold.

Turning now to FIG. 12, an example lookup table 1200 comprisinginformation as to the one or more vehicle sensor(s) which may becompensated based on IoT weather device data, as well as vehicleoperating parameters that may be adjusted, is shown. More specifically,example lookup table 1200 may be accessed via the vehicle controllerresponsive to an indication that the identified IoT data sourcecomprises a crowd-sourced IoT data source. In other words, such anexample may comprise a situation wherein the vehicle is driving throughan area where a plurality of IoT weather devices are detected. In a casewhere a plurality of IoT weather devices are identified, it may beunderstood that typically such IoT weather devices would be of a lowconfidence value. However, the vehicle controller may receive input fromthe plurality of IoT weather devices, and may process said input througha probabilistic Bayesian filter, which may enable the vehicle controllerto identify or determine the highest likelihood measurement. In such anexample, the vehicle controller may additionally assign a confidencevalue to the highest likelihood measurement. For example, the highestlikelihood measurement may comprise a high confidence value, a mediumconfidence value, or a low confidence value. Thus, upon ascribing aconfidence value to said highest likelihood measurement, the vehiclesensor(s) (e.g. exterior humidity sensor, intake humidity sensor, OATsensor, BP sensor, ultrasonic sensor, oxygen sensor(s), etc.) may becompensated/adjusted as described above, only if the highest likelihoodmeasurement corresponds to a high confidence result. Furthermore, engineoperation may be adjusted based on crowd-sourced IoT weather device dataas discussed above, responsive to the highest likelihood measurementcomprising a high confidence value.

Thus, similar to the lookup tables depicted at FIGS. 8-11, lookup table1200 may include column 1205, indicating a location of an IoT datasource, and column 1210, indicating a confidence level in the identifiedIoT data source. Lookup table 1200 may further include column 1215,indicating conditions whereby one or more vehicle sensor(s) (whereincluded in the vehicle) may be compensated via the IoT data. Lookuptable 1200 may further include column 1220, indicating conditionswhereby an ultrasonic sensor may be compensated via the IoT data. Lookuptable 1200 further includes column 1225, indicating conditions whereby avehicle engine may be adjusted as a function of the data retrieved fromthe IoT weather device. Lookup table 1200 further includes column 1230,indicating conditions whereby an oxygen sensor (e.g. exhaust gas oxygensensor) may be compensated via the IoT data.

In all columns 1215, 1220, 1225, and 1230, example lookup table 1200illustrates only compensating sensor(s) or adjusting engine operationresponsive to a high confidence value. In other words, the sensor(s) andengine operation may be compensated or adjusted, respectively, asdescribed above with regard to FIGS. 8-9. Accordingly, a reiteration ofthe description above will not be provided here, for brevity. In a casewhere crowd-sourced data from a plurality of IoT weather devices isindicated to be either medium, or low confidence, the crowd-sourced datamay be ignored by the sensors depicted at FIG. 11, and engine operationmay be maintained without adjustments.

However, in other examples, medium and low confidence crowd-sourced datamay be utilized, as discussed above with regard to FIGS. 9-10. In otherwords, in some cases, it may be determined that the highest likelihoodIoT values are of a medium, or low, confidence level. In such cases,sensor(s) may be compensated for, with additional reservations, asdiscussed in detail above with regard to FIGS. 9-10. As a description ofhow sensor(s) and engine operation may be compensated for, and adjusted,respectively, as a function of medium or low confidence data, such adescription will not be reiterated here, for brevity.

Returning to FIG. 6, step 625 determines whether conditions are met forcompensating and/or adjusting vehicle operating parameters, asdiscussed. FIGS. 7-12 discuss various conditions whereby one or moresensor(s) may be compensated and/or vehicle operating parameters may beadjusted, depending on confidence level in IoT weather device datasources. However, an additional contingency may be imposed on whetherconditions are met for compensating an intake humidity sensor (e.g.463). Such an additional contingency will be discussed below.

An intake humidity sensor may comprise a dielectric/capacitive humiditysensor, which may in some examples be coupled with a temperature sensorand mass air flow (MAF) or mass air pressure (MAP) sensor. Such a sensorpositioned in the intake of a vehicle engine may be affected by the flowof air going past it. Such air may in some examples include water vaporentrained in the intake air stream. Water vapor may be entrained in theintake air stream as a result of condensate stemming from a charge aircooler (CAC). In other examples, an intake air humidity sensor may beexposed to liquid water from a water injection system (not shown). Thus,it may be understood that if the engine is in operation, humiditymeasurements retrieved from one or more IoT weather devices may besignificantly different than a humidity measurement via the intakehumidity sensor. As such, if the intake humidity sensor were simplycompensated via an IoT device under conditions where the engine is inoperation (or soon after shutdown), the intake humidity sensormeasurements may become degraded or incorrect. Accordingly, a method forcompensating or calibrating an intake humidity sensor, will be discussedbelow with regard to method 1300 depicted at FIG. 13.

Turning now to FIG. 13, a high level example method 1300 forcalibrating/compensating an intake humidity sensor (e.g. 463), is shown.More specifically, method 1300 may comprise a sub-method of method 600depicted above at FIG. 6, and may include determining a thresholdduration that a vehicle may be maintained in a mode where the engine isoff with a transmission of the vehicle is in a park mode of operation,prior to calibrating or compensating the intake humidity sensor. Inother words, method 600 may proceed through step 625, prior toinitiating steps defined by FIG. 13. After completing FIG. 13, method1300 may return to step 625, for example. By maintaining the vehicleengine off and the transmission in park for the threshold duration priorto calibrating the intake humidity sensor (e.g. 463), it may beunderstood that a concentration of water vapor in air in an intakemanifold of the engine near the intake humidity sensor may besubstantially equivalent to the concentration of water vapor in airsurrounding the vehicle.

Method 1300 will be described with reference to the systems describedherein and shown in FIGS. 1-4, though it should be understood thatsimilar methods may be applied to other systems without departing fromthe scope of this disclosure. Method 1300 may be carried out by acontroller, such as controller 12 in FIGS. 2-4, and may be stored at thecontroller as executable instructions in non-transitory memory.Instructions for carrying out method 1300 may be executed by thecontroller based on instructions stored on a memory of the controllerand in conjunction with signals received from sensors of the vehiclesystem, such as the sensors described above with reference to FIGS. 1-4.The controller may employ vehicle system actuators according to themethod depicted below.

Method 1300 may comprise a sub-method of method 600 at step 625. Anenabler for method 1300 may include an indication of engine misfires,which may indicate that the intake air is very dry and that the intakehumidity sensor is not recognizing the dryness of the air. For example,if the intake humidity sensor falsely indicates that humidity is low,the controller may retard spark, which may result in misfire. Thus, ifmisfire is detected, it may be determined whether the intake humiditysensor is reading low. Another example may include an indication ofknock, wherein responsive to an indication of knock, a flag may be setto test the humidity sensor during the next engine shutdown event.Conversely, if the intake air is very humid, then engine controls mayuse such an opportunity to advance spark and achieve higher torque.Thus, there may be circumstances where the controller may check ignitiontiming against an external indication of humidity, and if the ignitiontiming appears too retarded given the external humidity indication, thena calibration for the intake humidity sensor may be initiated at nextengine shutdown, for example.

Method 1300 begins at 1305 and may include indicating whether an engineshutoff event is indicated, and whether a transmission of the vehiclehas been put into a park mode of operation. In other words, at 1305, itmay be indicated as to whether the vehicle is not in operation, with thevehicle transmission in park. As an example, a key-off event mayindicate an engine shutdown event.

If, at 1305, it is indicated that the engine is not shut off, and/or thetransmission is not in a park mode of operation, method 1300 may proceedto 1310. At 1310, method 1300 may include maintaining current vehicleoperating parameters. For example, the vehicle may in some examples beoperating in an electric-only mode of operation where the engine is notbeing utilized to propel the vehicle (or charge an onboard energystorage device). In such an example, electric-only operation may bemaintained. In other examples, the engine may be indicated to be inoperation, for propelling the vehicle, or charging an onboard energystorage device. In such an example, engine operation may be maintained.Method 1300 may then end.

Returning to 1305, responsive to an indication that an engine shutdownevent has occurred, and further responsive to an indication that thevehicle transmission has been placed in a park mode of operation, method1300 may proceed to 1315. At 1315, method 1300 may include the vehiclecontroller retrieving current and forecast weather information from anoff-board computing system (e.g. 109). Additionally or alternatively, insome examples where the vehicle includes an onboard navigation system(e.g. 132), information received from the onboard navigation system maybe cross-referenced to information available via the internet todetermine current and forecast weather conditions. Such information mayinclude current and forecast information regarding precipitation,humidity, wind, temperature, etc., where such information may beutilized by method 1300 to determine a threshold duration that theengine must be off with the transmission in park mode, prior tocalibrating the intake humidity sensor, as will be further discussedbelow.

Accordingly, responsive to retrieving current and forecast weatherinformation at the vehicle controller at 1315, method 1300 may proceedto 1320. At 1320, method 1300 may include determining a thresholdduration that the engine may be maintained off with the transmission inpark. The threshold duration may be a function of the current andforecast weather information, for example. More specifically, thethreshold duration may be adjusted as a function of the current andforecast weather information. For example, if it is indicated to beraining, or snowing outside, and it is further indicated that thevehicle is experiencing the rain, snow, etc. (e.g. parked outside whileit is snowing, raining, etc.), then the threshold duration may beincreased. In some examples, whether the vehicle is experiencing therain/snow, etc., may be indicated via one or more onboard camera(s)(e.g. 108), and/or rain sensor(s) (e.g. 107). Alternatively, if it isindicated that the vehicle is not in an environment where the vehicle isexperiencing precipitation, then the threshold duration may bedecreased. Such examples are meant to be illustrative. For example, itmay be understood that any environmental condition that may result inair exterior to the vehicle (e.g. surrounding the vehicle, within closeproximity, or a predetermined radius, to the vehicle) comprising aconcentration of water vapor substantially different than aconcentration of water vapor in air near the intake humidity sensor(e.g. 463), may result in an increase in the threshold duration (e.g.until the rain/snow, etc., has stopped and where the concentration ofwater vapor in the air exterior to the vehicle is substantially similarto the concentration of water vapor in the air near the intake humiditysensor). While not explicitly shown, in some examples the thresholdduration may be sufficiently long that calibrating the intake humiditysensor may be aborted, or postponed. For example, if the thresholdduration comprises greater than 5 hours, or greater than 8 hours, orgreater than 12 hours, or greater than 24 hours, then the intakehumidity sensor calibration may be postponed.

Thus, it may be understood that at 1320, the vehicle controller mayindicate the threshold duration, where the threshold duration maycomprise a duration whereby it may be indicated that a water vaporconcentration in air near the intake humidity sensor (e.g. in an intakemanifold of the engine) is substantially equivalent to a water vaporconcentration in air exterior to the vehicle (e.g. surrounding thevehicle). By ensuring that the concentration of water vapor in the airnear the intake humidity sensor is substantially equivalent to theconcentration of water vapor in the air surrounding the vehicle,accuracy of the intake humidity sensor calibration may be increased.

Said another way, the threshold duration may comprise a duration suchthat humidity of air in the intake manifold near the intake humiditysensor may be substantially equivalent to ambient outdoor humidity asmonitored via the IoT weather device(s). The vehicle controller mayinclude an algorithm that may determine an amount of time that thevehicle may remain in park with the engine off, in order for conditionsto be met for compensating the intake humidity sensor. In some examples,the algorithm may adjust the amount of time the vehicle may remain inpark with the engine off, depending on environmental conditions.Environmental conditions may be indicated to the vehicle controller viaone of at least an onboard navigation system (e.g. GPS), an off-boardcomputing system (e.g. 109), or via one or more IoT weather devicescommunicatively coupled to the vehicle controller. In still otherexamples, environmental conditions may be indicated to the vehiclecontroller via a cellular phone, or personal computing device, which maybe communicatively coupled to the vehicle controller. In such examplesas described above, after the determined period of time elapses for theenvironmental factors to satisfy the condition that air in the intake isthe same as exterior air, then it may be indicated that conditions aremet for compensating the intake humidity sensor.

In some examples, conditions may not be indicated to be met for theintake humidity sensor. Such examples may include conditions where it isindicated that it is currently snowing or raining and where it isforecast to continue raining/snowing for a duration greater than apredetermined timeframe. In a case where it is snowing or raining, thesource of humidity information may report humidity information that maybe significantly different from that of the intake humidity sensor, asthe intake humidity sensor may be shielded from rain/snow. However,there may be some cases where it is raining/snowing outside, but wherecompensation of the intake humidity sensor may take place. Such examplesmay include a situation where it is raining/snowing outside, but wherethe vehicle is parked in a garage or other covered structure. Thus, insome examples, conditions being met for compensating the intake humiditysensor may include an indication that the source of IoT weather data isexperiencing a similar environmental environment as the vehicleattempting to calibrate its intake humidity sensor. In some examples,such indications may be made via one or more onboard cameras (e.g. 108)and/or one or more rain sensors (e.g. 107).

Responsive to determining the threshold duration at 1320, method 1300may proceed to 1325. At 1325, method 1300 may include indicating whetherthe threshold duration has elapsed. If, at 1325, it is indicated thatthe threshold duration has not yet elapsed, method 1300 may continue tomaintain the vehicle engine off with the transmission in park, until itis indicated that the threshold duration has elapsed. In some examples,the engine may be started via a vehicle operator prior to the thresholdduration elapsing. In such examples, the intake humidity calibration maybe aborted.

Responsive to the threshold duration elapsing at 1325, method 1300 mayreturn to step 625 of method 600. At 625, it may be indicated that atleast one condition has been met for retrieving the IoT data andcompensating the intake humidity sensor. However, whether conditions areindicated to be met may be further a function of the confidence level inthe source of the IoT weather device (determined at 620), and whether anintake humidity sensor measurement is beyond a first thresholddifference from a humidity measurement from the IoT weather device,beyond a second threshold difference from the humidity measurement fromthe IoT weather device, or beyond a third threshold difference from thehumidity measurement from the IoT weather device. Such examples havebeen discussed in detail above, and will not be further discussed herefor brevity. However, it may be understood that the lookup tablesdepicted at FIGS. 8-12 may be utilized to further determine whetherconditions are met for calibrating the intake humidity sensor.

In some examples, prior to determining the threshold duration that thevehicle engine may remain off with the transmission in park, it may befirst determined as to whether conditions are otherwise met forcalibrating the intake humidity sensor, according to the method of FIG.6 and further according to the lookup tables depicted at FIGS. 8-12. Ifit is otherwise indicated that the conditions for calibrating the intakehumidity sensor are met, then sub-method 1300 may be utilized to furtherindicate when the sensor may be calibrated, responsive to an indicationthat the threshold duration has elapsed.

Responsive to conditions being met at 625, method 600 may proceed to 635and may include retrieving data from the IoT weather device, asdiscussed above. In an example where the intake humidity sensor is beingcalibrated, it may be understood that the data retrieved from the IoTweather device may include at least humidity data.

Proceeding to 635, method 600 may include compensating, or calibratingthe intake humidity sensor (e.g. 463). For example, the vehiclecontroller may adjust a gain and/or offset error of the intake humiditysensor based on the humidity data retrieved from the IoT device. In suchan example, it may be understood that the intake humidity sensor valuemay be increased in accuracy responsive to the calibration/compensation.

In some examples, responsive to the intake humidity sensor beingcalibrated, engine operating parameters may be adjusted/updated. Forexample, with accurate knowledge of the intake humidity, an amount ofair inducted into the engine may be adjusted or optimized to maintainintended output power. Such an optimization may improve fuel economy ofthe vehicle, for example.

Proceeding to 645, as discussed above, method 600 may include updatingvehicle operating parameters. For example, any vehicle operatingparameters that may be impacted by the intake humidity sensor beingcalibrated/compensated, may be updated to reflect the compensated sensormeasurement. Method 600 may then end.

Turning now to FIG. 14, a high level example method 1400 forcalibrating/compensating an interior humidity sensor (e.g. 152), isshown. The interior humidity sensor may comprise one of a dielectric orcapacitive humidity sensor, for example. More specifically, method 1400may include the vehicle controller communicating a request to a vehicleoperator to compensate the vehicle's interior humidity sensor (e.g. 152)via the vehicle operator's personal computing device (e.g. 90). Forexample, the personal computing device may be equipped with a humiditysensor, which may be utilized to calibrate the vehicle interior humiditysensor.

Method 1400 will be described with reference to the systems describedherein and shown in FIGS. 1-5, though it should be understood thatsimilar methods may be applied to other systems without departing fromthe scope of this disclosure. Method 1400 may be carried out by acontroller, such as controller 12 in FIGS. 2-4, and may be stored at thecontroller as executable instructions in non-transitory memory.Instructions for carrying out method 1400 may be executed by thecontroller based on instructions stored on a memory of the controllerand in conjunction with signals received from sensors of the vehiclesystem, such as the sensors described above with reference to FIGS. 1-5.The controller may employ vehicle system actuators, such as clutch (e.g.210), fan (e.g. 237), heater shut-off valve (e.g. 322), etc., accordingto the method depicted below.

Method 1400 begins at 1405 and may include the vehicle controller (e.g.190) indicating whether conditions are met for calibrating a vehicleinterior humidity sensor (e.g. 152). It may be understood that avehicle's interior humidity may differ substantially from humidityexterior to the vehicle. Thus, calibrating a vehicle's interior humiditysensor (e.g. 152) based on exterior humidity may not be desirable.Accordingly, rather than utilizing IoT weather device data (as discussedabove) to calibrate/compensate the vehicle's interior humidity sensor, apersonal computing device (e.g. 90) equipped with a humidity sensor(e.g. 97) may be utilized to provide an accurate indication of interiorcabin humidity, which may be utilized to compensate the vehicle'sinterior humidity sensor.

Accordingly, conditions being met at 1405 for conducting an interiorhumidity sensor calibration may include a predetermined thresholdduration elapsing since a prior interior humidity sensor calibration.Conditions being met at 1405 may additionally or alternatively includean indication from the vehicle controller that the interior humidityestimation is likely degraded, and thus it is recommended to update saidintake humidity estimation. In some examples, conditions being met at1405 may additionally or alternatively include an operator request, ahumidity reading from another sensor such as an outside humidity sensorthat indicates when ambient humidity exceeds a preselected value, andwhen ambient humidity exceeds the preselected value, initiating thecalibration. Another example may include initiating the calibrationresponsive to cabin temperature, or external air temperature, exceedinga preselected value. Yet another example may include initiatingcalibration responsive to a threshold duration of a defrost mode of thevehicle elapsing, or if a frequency of engaging defrost mode exceeds apredetermined frequency.

If, at 1405, conditions are not indicated to be met for conducting theinterior humidity sensor compensation, method 1400 may proceed to 1410.At 1410, method 1400 may include maintaining current vehicle operatingparameters. In other words, vehicle systems that rely on knowledge ofinterior humidity may remain unchanged. For example, a vehicle HVACsystem (e.g. 175) may continue to use the value of interior humidityreported via the intake humidity sensor (e.g. 152), without the interiorhumidity sensor being compensated for. Method 1400 may then end.

Returning to 1405, responsive to conditions being indicated to be metfor conducting the interior humidity sensor calibration, method 1400 mayproceed to 1415. At 1415, method 1400 may include notifying the vehicleoperator to initiate an interior humidity sensor calibration procedure.More specifically, the vehicle controller may send a wireless signal toa vehicle operator's personal computing device (e.g. 90), where saidpersonal computing device may be equipped with a humidity sensor (e.g.97), requesting initiation of the interior humidity sensor calibration.In other examples, the vehicle controller may additionally oralternatively display such a request on the vehicle's instrument panel(e.g. 196), which may in some examples be configured with a humanmachine interface (HMI), for displaying requests from the vehiclecontroller.

Subsequent to notifying the vehicle operator of the request to initiatecalibration of the vehicle's interior humidity sensor, method 1400 mayproceed to 1420. At 1420, method 1400 may include calibrating theinterior humidity sensor via a software application on the personalcomputing device (e.g. 90). In some examples, calibrating the interiorhumidity sensor may include utilizing humidity data retrieved from oneor more personal computing devices. Such a procedure will be discussedin detail below with regard to FIG. 15. Briefly, the method 1500depicted below may comprise a sub-method of method 1400, which mayenable the personal computing device(s) to provide an accurateestimation of vehicle interior humidity and provide said humidityestimation to the vehicle controller for compensating the interiorhumidity sensor (e.g. 152).

Turning now to FIG. 15, a high-level example method 1500 for utilizingone or more personal computing device(s) (e.g. 90) to compensate avehicle's interior humidity sensor (e.g. 152), is shown. Morespecifically, method 1500 may comprise a sub-method of method 1400depicted at FIG. 14. Method 1500 may include obtaining one or moreaccurate measurement(s) of vehicle interior humidity via a humiditysensor (e.g. 97) associated with the personal computing device (e.g.90), and communicating the interior humidity measurement to the vehiclecontroller, such that the vehicle's interior humidity sensor (e.g. 152)may be compensated. In a case where more than one personal computingdevice is utilized to obtain the one or more humidity measurements,method 1500 may include increasing a confidence level associated withthe one or more humidity measurements.

Method 1500 will be described with reference to the systems describedherein and shown in FIGS. 1-5, though it should be understood thatsimilar methods may be applied to other systems without departing fromthe scope of this disclosure. Method 1500 may be carried out by acontroller, such as controller 12 in FIGS. 2-4, and may be stored at thecontroller as executable instructions in non-transitory memory.Instructions for carrying out method 1500 may be executed by thecontroller based on instructions stored on a memory of the controllerand in conjunction with signals received from sensors of the vehiclesystem, such as the sensors described above with reference to FIGS. 1-5.The controller may employ vehicle system actuators, such as theactuators described above with reference to FIGS. 1-4, according to themethod depicted below.

Method 1500 begins at 1505, and may include the vehicle controllersending a wireless signal to the personal computing device (e.g. 90),requesting the vehicle operator to position the personal computingdevice in a position within a threshold of the vehicle's interiorhumidity sensor (e.g. 152). In some examples, a camera (e.g. 98)associated with the personal computing device may be utilized to directthe vehicle operator to a location of the vehicle where the interiorhumidity sensor is positioned. As an example, the personal computingdevice (e.g. 90) may include a software application, which may enablecommunication between the vehicle controller and the personal computingdevice. The software application, in response to the request from thevehicle controller for the personal computing device to be positionednear the intake humidity sensor, may provide instructions that may beinterpreted by the vehicle operator, to position the computing devicenear the interior humidity sensor. In some examples, said instructionsmay be audible, or may be provided on a display of the personalcomputing device, such that the vehicle operator may be instructed as tohow to position the personal computing device in the vehicle. Positionalinformation with regard to the personal computing device may becommunicated wirelessly to the vehicle controller, for example.

Proceeding to step 1510, method 1500 may include indicating whether thepersonal computing device is in proper position (e.g. within thethreshold distance from the interior humidity sensor). If, at 1510, thepersonal computing device is not in proper position, the vehiclecontroller may signal to the application that the personal computingdevice is not within the threshold distance of the interior humiditysensor, which may include the software application on the personalcomputing device providing additional instructions to the vehicleoperator to properly position the personal computing device.

Alternatively, at 1510, responsive to an indication that the personalcomputing device is positioned within the threshold distance from theinterior humidity sensor, method 1500 may proceed to 1515. At 1515,method 1500 may include retrieving humidity information from thepersonal computing device and interior humidity sensor (e.g. 152). Morespecifically, responsive to the personal computing device beingpositioned within the threshold distance from the interior humiditysensor, the personal computing device may initiate humiditymeasurement(s) via the humidity sensor (e.g. 97) for a duration (e.g. 10seconds). While the personal computing device is determining themeasurement(s) for humidity, the vehicle controller may additionallysend a signal to the interior humidity sensor (e.g. 152), requestinghumidity measurement(s) for a duration (e.g. 10 seconds). Data onhumidity measured via the personal computing device (e.g. 90) may becommunicated to the vehicle controller, and data from the vehiclecontroller may be communicated to the personal computing device. Inother words, the software application may process both humidity datafrom the vehicle controller and from the personal computing device. Insome examples, communication between the personal computing device andthe vehicle controller may be established wirelessly, however it may beunderstood that in other examples, such information may be communicatedvia a USB connection, etc. In other words, one or more humiditymeasurements obtained with the one or more personal computing devicesmay be communicated wirelessly to the controller of the vehicle in someexamples, whereas in other examples, the one or more humiditymeasurements obtained with the one or more personal devices may becommunicated via wired communication (e.g. USB) to the vehiclecontroller.

With both the interior humidity determined via the personal computingdevice, as well as the interior humidity sensor, method 1500 may proceedto 1520. At 1520, method 1500 may include compensating the intakehumidity sensor based on a comparison between the humidity measurementfrom the personal computing device and from the interior humiditysensor. For example, a gain or offset error may be determined as afunction of the humidity measurement from the personal computing device,as compared to the interior humidity sensor (e.g. 152), such that theinterior humidity sensor may be compensated.

While not explicitly illustrated, in some examples, more than onepersonal computing device may be utilized to obtain a number ofmeasurements of humidity, such that a highest likelihood measurement maybe indicated, where such a high likelihood measurement may be used tocompensate the interior humidity sensor.

Thus, upon compensating the vehicle interior humidity sensor via dataretrieved via the vehicle controller from one or more personal computingdevice(s), method 1500 may end.

Accordingly, returning to FIG. 14, after calibrating/compensating thevehicle's interior humidity sensor (e.g. 152), method 1400 may proceedto 1425. At 1425, method 1400 may include updating vehicle operatingparameters relevant to the updated interior humidity sensorcompensation. For example, accurate knowledge of interior humidity mayenable precise control over environmental conditions inside the vehicle,by updating and/or adjusting operating parameters of a vehicle HVACsystem (e.g. 175). Adjusting the heating, ventilation, and airconditioning system may include one or more of adjusting temperatureblending in the cabin of the vehicle, adjusting a force or speed of oneor more fan(s) configured to direct heated or cooled air to the cabin ofthe vehicle, adjusting operation of a clutch configured to regulate acompressor of an air conditioning system, and/or adjusting a heatershut-off valve to regulate a coolant flow to a heater core. Examples mayinclude adjusting operation of a clutch (e.g. 210) that may regulate acompressor (e.g. 230) of an air conditioning system (e.g. 176), suchthat the interior of a vehicle cabin may be more precisely controlled.Other examples may include adjusting operation of an air conditioningsystem fan (e.g. 237), to more precisely control interior environmentalconditions. In still other examples, at 1420, method 1400 mayadditionally or alternatively include controlling a heater shut-offvalve (e.g. 322) such that coolant flow to a heater core (e.g. 90) maybe regulated as a function of the compensated interior humidity sensor.In summary, any relevant parameter with regard to the vehicle's HVACsystem (e.g. 175) may be adjusted/updated in order to more preciselyregulate an interior environment of the vehicle, as a function of thecompensated interior humidity sensor. Method 1400 may then end.

Thus, the methods of FIGS. 14-15 may enable a method comprising sendinga request for a first humidity measurement from a controller of avehicle to a personal computing device, the personal computing deviceequipped with a personal computing device humidity sensor. The methodmay include indicating when the personal computing device is within athreshold of an interior vehicle humidity sensor; receiving the firsthumidity measurement from the personal computing device in response toan indication that the personal computing device is within the thresholdof the interior vehicle humidity sensor; indicating a second humiditymeasurement obtained from the interior vehicle humidity sensor; andcorrecting a gain or offset error of the interior vehicle humiditysensor based on a difference between the first humidity measurement fromthe personal computing device and the second humidity measurementobtained from the interior vehicle humidity sensor. In some examples,such a method may further comprise adjusting operation of a vehicle HVACsystem in response to the correcting the gain or offset error of theinterior vehicle humidity sensor. In some examples, adjusting operationof the vehicle HVAC system may further comprise adjusting temperatureblending in the cabin of the vehicle, adjusting a force or speed of oneor more fan(s) configured to direct heated or cooled air to the cabin ofthe vehicle, adjusting operation of a clutch configured to regulate acompressor of an air conditioning system, and/or adjusting a heatershut-off valve to regulate a coolant flow to a heater core.

The systems described with regard to FIGS. 1-4, and the methodsdescribed with regard to FIGS. 14-15 may additionally enable a systemfor a vehicle comprising an interior vehicle humidity sensor positionedin a cabin of the vehicle, a vehicle climate control system, and acontroller storing instructions in non-transitory memory that, whenexecuted, cause the controller to indicate a first humidity measurementobtained via the interior vehicle humidity sensor. The controller maythen receive a second humidity measurement from a personal computingdevice positioned inside the cabin of the vehicle within a predeterminedthreshold of the interior vehicle humidity sensor. The controller maythen calibrate the interior vehicle humidity sensor as a function of thefirst humidity measurement and the second humidity measurement, andadjust one or more parameters of the vehicle climate control system inresponse to the calibrating of the interior vehicle humidity sensor.

In some examples, the controller may further comprise instructions tocorrect a gain or offset error of the interior vehicle humidity sensorbased on the indicated first humidity measurement and the receivedsecond humidity measurement to calibrate the interior vehicle humiditysensor. In some examples, the vehicle climate control system may furthercomprise one or more fans configured to direct heated or cooled air tothe cabin of the vehicle. The controller may further compriseinstructions to adjust one or more parameters of the vehicle climatecontrol system including adjusting a force or speed of the one or morefans responsive to calibrating the interior vehicle humidity sensor.

In some examples, the vehicle climate control system may furthercomprise a clutch configured to regulate an air conditioning compressor.The controller may further comprise instructions adjust operation of theclutch to regulate the air conditioning compressor responsive tocalibrating the interior vehicle humidity sensor. In still furtherexamples, the vehicle climate control system may further comprise aheater shut-off valve configured to regulate a coolant flow to a heatercore of the vehicle. The controller may further comprise instructions toadjust the heater shut-off valve responsive to calibrating the interiorvehicle humidity sensor, for example.

In this way, one or more sensors of a vehicle system may be compensatedbased on environmental data retrieved from one or more IoT weatherdevices. With the prevalence of IoT weather devices increasing,compensating one or more sensors of a vehicle via IoT weather devicedata may enable regular compensation of said sensors throughout thelifetime of the vehicle. By regularly compensating said sensors, vehiclesystems utilizing said sensors may be improved.

The technical effect is to recognize that one or more IoT weatherdevices may be utilized to provide information on environmentalparameters relevant to vehicle sensors, such that the vehicle sensorsmay be compensated via data provided via the one or more IoT weatherdevices. A further technical effect is to recognize that not all IoTweather devices may comprise the same confidence level, and as such, aconfidence level in IoT weather devices may be indicated based at leastin part on a source, or location, of said IoT weather devices. Thus,various vehicle sensors may be compensated as a function of theconfidence level in various IoT weather devices, to ensure that thevehicle sensors are compensated in a robust and accurate way.

The systems described herein and with reference to FIGS. 1-5, along withthe methods discussed herein, and with reference to FIGS. 6-13, mayenable one or more systems and one or more methods. In one example, amethod is provided, comprising calibrating a sensor coupled to avehicle, and configured to monitor an environmental parameter, andupdating an operating parameter of an engine configured to propel thevehicle based on a source of one or more weather devices positionedexternal to, and removed from, the vehicle, where the source of the oneor more weather devices includes a high, medium, or low confidence levelin the source. In a first example of the method, the method furtherincludes wherein the source comprising the high confidence levelincludes an end of a vehicle assembly line where the vehicle is beingassembled, or a dealership of the same make as the vehicle; where thesource comprising the medium confidence level includes a personal homeof an operator of the vehicle; where the source comprising the lowconfidence level source includes a facility or location equipped withthe one or more weather devices not including the end of the vehicleassembly line, the dealership of the same make as the vehicle, or thepersonal home of the operator of the vehicle; and wherein crowd-sourceddata from a plurality of the weather devices comprises either the highconfidence level, the medium confidence level, or the low confidencelevel. A second example of the method optionally includes the firstexample, and further comprises calibrating the sensor responsive to anindication that the source of the one or more weather devices comprisesthe high confidence level and further responsive to an indication that asensor value of the environmental parameter is beyond a first thresholddifference from a weather device value corresponding to theenvironmental parameter; calibrating the sensor responsive to anindication that the source of the one or more weather devices comprisesthe medium confidence level and further responsive to an indication thatthe sensor value of the environmental parameter is beyond a secondthreshold difference from the weather device value corresponding to theenvironmental parameter; calibrating the sensor responsive to anindication that the source of the one or more weather devices comprisesthe low confidence level and further responsive to an indication thatthe sensor value of the environmental parameter is beyond a thirdthreshold difference from the weather device value corresponding to thesame environmental parameter; and wherein the first threshold differenceis smaller than the second threshold difference, which is smaller thanthe third threshold difference. A third example of the method optionallyincludes any one or more or each of the first through second examples,and further includes wherein the sensor includes one or more of anoutside air temperature sensor, a barometric pressure sensor, or anexternal humidity sensor positioned external to a cabin of the vehicle.A fourth example of the method optionally includes any one or more oreach of the first through third examples, and further comprisescalibrating the sensor responsive to an indication that the source ofthe one or more weather devices comprises the high confidence level;calibrating the sensor responsive to an indication that the source ofthe one or more weather devices comprises the medium confidence leveland further responsive to an indication that a first threshold durationhas not elapsed since a prior calibration of the sensor via the highconfidence level weather device; and not calibrating the sensorresponsive to an indication that the source of the one or more weatherdevices comprise the low confidence level. A fifth example of the methodoptionally includes any one or more or each of the first through fourthexamples, and further includes wherein the sensor includes one of anultrasonic sensor and/or an oxygen sensor positioned in an exhaustmanifold of the engine. A sixth example of the method optionallyincludes any one or more or each of the first through fifth examples,and further includes wherein updating the operating parameter of theengine further comprises: updating the operating parameter responsive toan indication that the source of the one or more weather devicescomprises the high confidence level; updating the operating parameterresponsive to an indication that the source of the one or more weatherdevices comprises the medium confidence level and further responsive toan indication that a second threshold duration has not elapsed sinceupdating the operating parameter via the source comprising the highconfidence level; and not updating the operating parameter responsive toan indication that the source of the one or more weather devicescomprises the low confidence level. A seventh example of the methodoptionally includes any one or more or each of the first through sixthexamples, and further includes wherein updating the operating parameterincludes one of at least updating a barometric pressure model that theengine utilizes as input to control the engine, adjusting an amount ofair intake into the engine, adjusting a timing of spark provided to oneor more cylinders of the engine, and/or adjusting an amount of engineexhaust gas recirculation. An eighth example of the method optionallyincludes any one or more or each of the first through seventh examples,and further includes wherein the one or more weather devices arecommunicatively coupled to at least an internet. A ninth example of themethod optionally includes any one or more or each of the first througheighth examples, and further includes wherein calibrating the sensor andupdating a vehicle operating parameter further comprises: sending awireless signal from a controller of the vehicle to the one or moreweather devices; and receiving one or more measurements of environmentaldata communicated from the one or more weather devices to the controllerof the vehicle. A tenth example of the method optionally includes anyone or more or each of the first through ninth examples, and furtherincludes wherein the source of the one or more weather devices isdetermined at least in part, via a vehicle onboard navigation system.

Another example of a method comprises sending a wireless signal from acontroller of a vehicle to one or more weather devices positionedexternal to, and removed from, the vehicle; receiving a wirelessresponse from the one or more weather devices; indicating a confidencelevel in the one or more weather devices based on an indicated source ofthe one or more weather devices; and in a first condition, calibratingone or more sensors coupled to the vehicle based on data retrieved fromthe one or more weather devices responsive to the confidence levelcomprising a high confidence level; in a second condition, calibratingthe one or more sensors based on data retrieved from the one or moreweather devices responsive to the confidence level comprising a mediumconfidence level and further responsive to an indication that apredetermined time duration has not elapsed since the one or moresensors were last calibrated via the source comprising the highconfidence level; and in a third condition, not calibrating the one ormore sensors based on data retrieved from the one or more weatherdevices responsive to the confidence level comprising a low confidencelevel. In a first example of the method, the method further includeswherein the one or more sensors comprise one or more of an ultrasonicsensor coupled to the vehicle at a position exterior to a cabin of thevehicle, and an exhaust gas oxygen sensor positioned in an exhaustmanifold of an engine configured to propel the vehicle. A second exampleof the method optionally includes the first example, and furtherincludes wherein calibrating the one or more sensors further comprisescompensating for attenuation changes in the ultrasonic sensor. A thirdexample of the method optionally includes any one or more or each of thefirst and second examples, and further includes wherein calibrating theone or more sensors further comprises applying a gain correction to anoutput of the exhaust gas oxygen sensor. A fourth example of the methodoptionally includes any one or more or each of the first through thirdexamples, and further includes wherein the source comprising the highconfidence level includes an end of a vehicle assembly line where thevehicle is being assembled, or a dealership of the same make as thevehicle; where the source comprising the medium confidence levelincludes a personal home of an operator of the vehicle; where the sourcecomprising the low confidence level source includes a facility orlocation equipped with the one or more weather devices, and where thesource does not include the end of the vehicle assembly line, thedealership of the same make as the vehicle, or the personal home of theoperator of the vehicle; and wherein crowd-sourced data from a pluralityof the weather devices includes either the high confidence level, themedium confidence level, or the low confidence level. A fifth example ofthe method optionally includes any one or more or each of the firstthrough fourth examples, and further includes wherein the one or moreweather devices are communicatively coupled to at least and internet.

An example of a system for a vehicle comprises one or more sensorsconfigured to provide one or more measurements of environmentalparameters; and a controller storing instructions in non-transitorymemory that, when executed, cause the controller to: send a wirelessrequest for environmental data to one or more weather devices positionedexternal to, and removed from, the vehicle; receive a wireless responsefrom the one or more weather devices; indicate a source of the one ormore weather devices; indicate a high confidence level, mediumconfidence level, or low confidence level in the environmental datareceived from the one or more weather devices, where the confidencelevel is based on the source of the one or more weather devices;indicate a difference in value between the one or more measurements ofthe environmental parameters and the environmental data corresponding tothe one or more measurements from the one or more weather devices; andcalibrate the one or more sensors based on the confidence level and thedifference in value between the one or more measurements of theenvironmental parameters and the environmental data corresponding to theone or more measurements from the one or more weather devices. In afirst example of the system, the system further includes wherein thecontroller stores further instructions that, when executed, cause thecontroller to: indicate whether the difference in value is greater afirst threshold difference, a second threshold difference, or a thirdthreshold difference, wherein the first threshold difference is lessthan the second threshold difference, which is smaller than the thirdthreshold difference; calibrate the one or more sensors responsive tothe source comprising the high confidence level and the difference invalue greater than the first threshold difference; calibrate the one ormore sensors responsive to the source comprising the medium confidencelevel and the difference in value greater than the second thresholddifference; calibrate the one or more sensors responsive to the sourcecomprising the low confidence level and difference in value greater thanthe third threshold. A second example of the system optionally includesthe first example, and further includes wherein the one or more sensorsinclude one or more of at least an outdoor air temperature sensor, anexterior humidity sensor, or a barometric pressure sensor.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The control methods and routines disclosed herein may be stored asexecutable instructions in non-transitory memory and may be carried outby the control system including the controller in combination with thevarious sensors, actuators, and other engine hardware. The specificroutines described herein may represent one or more of any number ofprocessing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various actions,operations, and/or functions illustrated may be performed in thesequence illustrated, in parallel, or in some cases omitted. Likewise,the order of processing is not necessarily required to achieve thefeatures and advantages of the example embodiments described herein, butis provided for ease of illustration and description. One or more of theillustrated actions, operations and/or functions may be repeatedlyperformed depending on the particular strategy being used. Further, thedescribed actions, operations and/or functions may graphically representcode to be programmed into non-transitory memory of the computerreadable storage medium in the engine control system, where thedescribed actions are carried out by executing the instructions in asystem including the various engine hardware components in combinationwith the electronic controller.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,I-4, I-6, V-12, opposed 4, and other engine types. The subject matter ofthe present disclosure includes all novel and non-obvious combinationsand sub-combinations of the various systems and configurations, andother features, functions, and/or properties disclosed herein.

The following claims particularly point out certain combinations andsub-combinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and sub-combinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

1. A method comprising: calibrating a sensor coupled to a vehicle, andconfigured to monitor an environmental parameter, and updating anoperating parameter of an engine configured to propel the vehicle basedon a source of one or more weather devices positioned external to, andremoved from, the vehicle, where the source of the one or more weatherdevices includes a high, medium, or low confidence level in the source.2. The method of claim 1, wherein the source comprising the highconfidence level includes an end of a vehicle assembly line where thevehicle is being assembled, or a dealership of the same make as thevehicle; where the source comprising the medium confidence levelincludes a personal home of an operator of the vehicle; where the sourcecomprising the low confidence level source includes a facility orlocation equipped with the one or more weather devices not including theend of the vehicle assembly line, the dealership of the same make as thevehicle, or the personal home of the operator of the vehicle; andwherein crowd-sourced data from a plurality of the weather devicescomprises either the high confidence level, the medium confidence level,or the low confidence level.
 3. The method of claim 1, furthercomprising: calibrating the sensor responsive to an indication that thesource of the one or more weather devices comprises the high confidencelevel and further responsive to an indication that a sensor value of theenvironmental parameter is beyond a first threshold difference from aweather device value corresponding to the environmental parameter;calibrating the sensor responsive to an indication that the source ofthe one or more weather devices comprises the medium confidence leveland further responsive to an indication that the sensor value of theenvironmental parameter is beyond a second threshold difference from theweather device value corresponding to the environmental parameter;calibrating the sensor responsive to an indication that the source ofthe one or more weather devices comprises the low confidence level andfurther responsive to an indication that the sensor value of theenvironmental parameter is beyond a third threshold difference from theweather device value corresponding to the same environmental parameter;and wherein the first threshold difference is smaller than the secondthreshold difference, which is smaller than the third thresholddifference.
 4. The method of claim 3, wherein the sensor includes one ormore of an outside air temperature sensor, a barometric pressure sensor,or an external humidity sensor positioned external to a cabin of thevehicle.
 5. The method of claim 1, further comprising: calibrating thesensor responsive to an indication that the source of the one or moreweather devices comprises the high confidence level; calibrating thesensor responsive to an indication that the source of the one or moreweather devices comprises the medium confidence level and furtherresponsive to an indication that a first threshold duration has notelapsed since a prior calibration of the sensor via the high confidencelevel weather device; and not calibrating the sensor responsive to anindication that the source of the one or more weather devices comprisethe low confidence level.
 6. The method of claim 5, wherein the sensorincludes one of an ultrasonic sensor and/or an oxygen sensor positionedin an exhaust manifold of the engine.
 7. The method of claim 1, whereinupdating the operating parameter of the engine further comprises:updating the operating parameter responsive to an indication that thesource of the one or more weather devices comprises the high confidencelevel; updating the operating parameter responsive to an indication thatthe source of the one or more weather devices comprises the mediumconfidence level and further responsive to an indication that a secondthreshold duration has not elapsed since updating the operatingparameter via the source comprising the high confidence level; and notupdating the operating parameter responsive to an indication that thesource of the one or more weather devices comprises the low confidencelevel.
 8. The method of claim 7, wherein updating the operatingparameter includes one of at least updating a barometric pressure modelthat the engine utilizes as input to control the engine, adjusting anamount of air intake into the engine, adjusting a timing of sparkprovided to one or more cylinders of the engine, and/or adjusting anamount of engine exhaust gas recirculation.
 9. The method of claim 1,wherein the one or more weather devices are communicatively coupled toat least an internet.
 10. The method of claim 1, wherein calibrating thesensor and updating a vehicle operating parameter further comprises:sending a wireless signal from a controller of the vehicle to the one ormore weather devices; and receiving one or more measurements ofenvironmental data communicated from the one or more weather devices tothe controller of the vehicle.
 11. The method of claim 1, wherein thesource of the one or more weather devices is determined at least inpart, via a vehicle onboard navigation system.
 12. A method comprising:sending a wireless signal from a controller of a vehicle to one or moreweather devices positioned external to, and removed from, the vehicle;receiving a wireless response from the one or more weather devices;indicating a confidence level in the one or more weather devices basedon an indicated source of the one or more weather devices; and in afirst condition, calibrating one or more sensors coupled to the vehiclebased on data retrieved from the one or more weather devices responsiveto the confidence level comprising a high confidence level; in a secondcondition, calibrating the one or more sensors based on data retrievedfrom the one or more weather devices responsive to the confidence levelcomprising a medium confidence level and further responsive to anindication that a predetermined time duration has not elapsed since theone or more sensors were last calibrated via the source comprising thehigh confidence level; and in a third condition, not calibrating the oneor more sensors based on data retrieved from the one or more weatherdevices responsive to the confidence level comprising a low confidencelevel.
 13. The method of claim 12, wherein the one or more sensorscomprise one or more of an ultrasonic sensor coupled to the vehicle at aposition exterior to a cabin of the vehicle, and an exhaust gas oxygensensor positioned in an exhaust manifold of an engine configured topropel the vehicle.
 14. The method of claim 13, wherein calibrating theone or more sensors further comprises compensating for attenuationchanges in the ultrasonic sensor.
 15. The method of claim 13, whereincalibrating the one or more sensors further comprises applying a gaincorrection to an output of the exhaust gas oxygen sensor.
 16. The methodof claim 12, wherein the source comprising the high confidence levelincludes an end of a vehicle assembly line where the vehicle is beingassembled, or a dealership of the same make as the vehicle; where thesource comprising the medium confidence level includes a personal homeof an operator of the vehicle; where the source comprising the lowconfidence level source includes a facility or location equipped withthe one or more weather devices, and where the source does not includethe end of the vehicle assembly line, the dealership of the same make asthe vehicle, or the personal home of the operator of the vehicle; andwherein crowd-sourced data from a plurality of the weather devicesincludes either the high confidence level, the medium confidence level,or the low confidence level.
 17. The method of claim 12, wherein the oneor more weather devices are communicatively coupled to at least andinternet.
 18. A system for a vehicle, comprising: one or more sensorsconfigured to provide one or more measurements of environmentalparameters; and a controller storing instructions in non-transitorymemory that, when executed, cause the controller to: send a wirelessrequest for environmental data to one or more weather devices positionedexternal to, and removed from, the vehicle; receive a wireless responsefrom the one or more weather devices; indicate a source of the one ormore weather devices; indicate a high confidence level, mediumconfidence level, or low confidence level in the environmental datareceived from the one or more weather devices, where the confidencelevel is based on the source of the one or more weather devices;indicate a difference in value between the one or more measurements ofthe environmental parameters and the environmental data corresponding tothe one or more measurements from the one or more weather devices; andcalibrate the one or more sensors based on the confidence level and thedifference in value between the one or more measurements of theenvironmental parameters and the environmental data corresponding to theone or more measurements from the one or more weather devices.
 19. Thesystem of claim 18, wherein the controller stores further instructionsthat, when executed, cause the controller to: indicate whether thedifference in value is greater a first threshold difference, a secondthreshold difference, or a third threshold difference, wherein the firstthreshold difference is less than the second threshold difference, whichis smaller than the third threshold difference; calibrate the one ormore sensors responsive to the source comprising the high confidencelevel and the difference in value greater than the first thresholddifference; calibrate the one or more sensors responsive to the sourcecomprising the medium confidence level and the difference in valuegreater than the second threshold difference; calibrate the one or moresensors responsive to the source comprising the low confidence level anddifference in value greater than the third threshold.
 20. The method ofclaim 18, wherein the one or more sensors include one or more of atleast an outdoor air temperature sensor, an exterior humidity sensor, ora barometric pressure sensor.